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Rod Chapman28 Oct 2014
REVIEW

Toyota HiLux Black 2014 Review

Toyota has taken the highest grade HiLux and laid on a little extra attitude

Toyota HiLux Black SR5 (dual-cab)
Road Test

As the current generation of Toyota's HiLux ute nears the end of its life, the manufacturer has thrown a variety of cosmetic upgrades at its flagship SR5 dual-cab 4WD ute to create the limited-edition HiLux Black. The Toyota HiLux Black on test is priced at $53,790 plus on-road costs.

Toyota's N70-series HiLux has been a ubiquitous sight on our roads since 2005. In that time it's shaped the modern 4x4 dual-cab ute category – a major vehicle segment that accounted for nearly 140,000 sales in Australia in 2013 (FCAI data).

The current generation is now in its twilight – a replacement is expected next year – but it's going out on a high. To the end of September, 20,551 new 4x4 HiLux models had been sold – that's 20.8 per cent of the market and over 5000 sales clear of its nearest rival, Ford's Ranger.

Now, Toyota is giving the top-spec 4x4 SR5 HiLux variant some extra impetus by unveiling the HiLux Black – a limited-edition version with numerous cosmetic upgrades.

Fewer than 1000 HiLux Blacks will be sold locally, with the $1500 premium encompassing 17-inch alloy wheels, LED daytime running lights, black side steps, black sports bar, new front and rear bumpers, a black lower front grille (with contrasting red stripe), leather-accented interior trim, an electrically adjustable driver's seat and 'TRD' badging on the rims and front bumper extensions – the first time the mark of Toyota's performance arm has been seen here since its local demise in 2009.

The HiLux Black is in fact available in Eclipse Black – actually a dark metallic blue when viewed in direct sunlight – or Glacier White, with the former a $550 option.

A limited-edition model like this can be regarded in one of two ways. Cynics might see it as a ploy to push sales of a model nearing the end of its life, as buyers increasingly opt to wait for the replacement. Glass-half-full types, meanwhile, will jump at the chance to purchase a sharply styled version of a top-seller at the zenith of its development.

Certainly, the HiLux Black rocks a strong visual presence – it's pure tradie eye-candy. Inside the leather-wrapped gearstick, door trim, steering wheel and seats are a step up from the plastic of the standard HiLux, although the upgrades can't fully conceal its tradie roots.

A variety of textured surfaces lend the HiLux a hard-wearing, slightly utilitarian feel, and the sturdy rubber clip-in floor mats in our test vehicle provide extra protection for the lighter Feltex-style material beneath.

Beyond the cosmetic surgery it's the same old tradie tool thousands know and love. The HiLux Black sees Toyota's 3.0-litre four-cylinder turbo-diesel toiling away beneath that familiar bonnet scoop, producing 126kW and 343Nm.

The HiLux's age is revealed in those numbers – they're the lowest among its prime competitors, as are its 835kg payload and 2500kg towing limits. At the other end of the spectrum, Holden's Colorado offers 147kW and 500Nm.

On the road those figures translate to modest but entirely adequate performance. There's pleasing response on burying the accelerator and useable urge from 2000-4000rpm, although we found ourselves happily sitting between 2000-3000rpm for the most part. It's not the quickest thing from a standing start but certainly it holds its own in city traffic.

The HiLux Black recorded an average fuel economy of 8.8L/100km while in our care – that's unladen and on the road. Toyota quotes an official combined fuel economy figure of 8.3L/100km for the HiLux.

Our major comparison test earlier this year saw the HiLux prove its worth both on the tarmac with 600kg in the tray, and off-road at the Melbourne 4x4 Training & Proving Ground. There's no locking rear differential or hill descent control but it does has a dual-range transfer case (with manual shift).

The double wishbone front and leaf/shock rear suspension delivers a quality ride given its broad role. Driving unladen transmits some of the bumps and potholes but in a subdued way – it's far from harsh and we know from experience the ride improves with some weight.

The HiLux feels planted and stable through bends, its springs affording a degree of compliance that keeps the plot nicely controlled and devoid of undue body roll, provided any F1 aspirations remain in check. There's a weight to the rack-and-pinion steering that adds to the overall sense of security.

The clutch take-up is progressive while the shifting of our test vehicle's five-speed manual was on the heavy side. That's not a complaint — we collected it with 50 kilometres on the clock and within a few hundred it was loosening up. The five-speed auto adds another $2750 to the list price.

The front disc/rear drum braking package is powerful and delivers a decent degree of feel and modulation, all backed by an anti-lock system, electronic brake-force distribution and emergency brake assist.

Dual-cab utes have come a long way in terms of safety and the HiLux has a five-star ANCAP rating. Features include stability control, numerous airbags and three-point seat belts, the latter with pre-tensioners for the driver and front passenger.

Slipping behind the wheel is akin to pulling on a favourite pair of trainers – there's a grab handle to aid entry, the seating is comfortable, vision is good and the controls are sensibly placed.

The rear of the cab is comfy enough, which is to say kids will have plenty of room while taller adults won't. There's a pop-out double cup-holder on the back of the centre storage bin but no auxiliary power outlet.

Fitting child seats is a little fiddly. There's no ISOFIX arrangement and the back of the rear seating doesn't fold forward. Instead, child seat straps must be fed down the back of the seat to the drilled bracket mounting points in the floor.

Cabin storage is limited. The door pockets and glovebox are small but the centre storage bin is reasonable and driver and passenger each get a slide-out cup holder.

The steering wheel has inset audio/trip computer controls and there are USB and 3.5mm audio ports at the base of the centre stack that, along with Bluetooth, provide the interface with the AM/FM/CD entertainment and hands-free communications. Syncing a mobile phone via Bluetooth is child's play and the two auxiliary power sockets, both near the USB port, are well placed.

Cruise control, sat-nav and a reversing camera are standard, with both displayed on the 6.1-inch touchscreen. A rather dated-looking digital trip computer resides above the touchscreen but it offers all the usual info.

It's not the quietest dual-cab we've sampled but noise levels aren't too excessive – the Bridgestone Dueler highway tyres a help here – and the stereo's sound quality is thoroughly acceptable. The black labelling of the buttons either side of the touchscreen and indeed the touchscreen itself are a bit hard to read when direct sun is bouncing off the silver surround.

The tub measures 1550 x 1510 x 450mm and features four tie-down anchor points but no tray liner. We missed the latter when, upon sliding a heavy crate into the HiLux's tub, it left several furrows of scratches in the painted steel tray. Toyota offers a rubber mat and a plastic liner as accessories.

At $53,790 (plus ORCs) it's far from the bargain-basement territory of Mitsubishi's equivalent Triton (from $38,990 drive away), but the HiLux does come with a capped-price servicing schedule (a very reasonable $170 per service for the first 36 months/60,000 kilometres) and this model typically commands strong resale values.

It might be nearly a decade old and there's a newie just around the corner, but there's still a lot to like about the Toyota HiLux SR5. It's a worksite warrior, a family truckster, an off-road explorer and a toy hauler; add in the extra bling and we're sure there won't be any shortage of buyers willing to snap up the limited-edition HiLux Black.

Toyota HiLux Black SR5 pricing and specifications:
Price: $53,790 (as tested, plus on-road costs)
Engine: 3.0-litre four-cylinder turbo-diesel
Output: 126kW/343Nm
Transmission: Five-speed manual
Fuel: 8.3L/100km (ADR Combined)
CO2: 219g/km (ADR Combined)
Safety Rating: Five-star ANCAP

What we liked: Not so much:
>> Tough looks >> Lacks torque in present company
>> Dependable performance >> Correspondingly low payload/towing limits for this class
>> Strong resale >> No locking rear diff
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Our team of independent expert car reviewers and journalistsMeet the team
Expert rating
73/100
Engine, Drivetrain & Chassis
15/20
Price, Packaging & Practicality
15/20
Safety & Technology
14/20
Behind the Wheel
15/20
X-Factor
14/20
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