Toyota HiLux 2015 Review

Toyota HiLux SR5 (4WD Dual-Cab)
Road Test

The Toyota HiLux was due for a refresh... as were a number of its rivals. The main issue there, of course, is that the latest version of the HiLux arrives at the same time as many of its competitors’, readily allowing back-to-back comparisons that might show any deficiencies. However, while the new HiLux isn't perfect it’s a big step up when compared to its predecessor. Sampled here in high-grade, diesel, manual format, the big-selling ute proves more dynamic and refined than ever before.  Pricing starts at $20,990 for the humble WorkMate variant all the way to $55,990 for the petrol, auto SR5. But is it enough to help it claw back its number-one sales spot?

After a successful 10 years in the Australian market, Toyota's all-new HiLux has arrived to continue the momentum set by its strong-selling predecessor... hopefully. We say 'hopefully' because if recent VFACTS numbers are anything to go by, the new HiLux will have its work cut out. Ford's Ranger overtook HiLux to the tune of 140 vehicles – the Toyota also beaten by Mitsubishi's Triton by 35 registrations.

motoring.com.au's recent 4WD Dual-Cab Comparison also favoured the Ranger over the HiLux in comparative testing. But when reviewed in isolation – and sampled purely on-road – the HiLux shows a lot of merit.

Testing the high-grade SR5 with Toyota's new 1GD-FTV 2.8-litre turbo-diesel hooked up to a six-speed manual transmission, fuel economy was vastly better (8.3L/100km as tested) than the six-speed auto sampled in the multi-ute test. Granted we didn’t take the manual variant off-road or use it to tow a large caravan, but it did illuminate the relative economy of the manual against the auto on my regular workday commute between home and office.

In typical Toyota style the manual transmission offers a terrific ratio spread and is clean shifting. The clutch is progressive and provides adequate assistance for repeated work in stop/start traffic. Then there’s the (switchable) Intelligent Manual Transmission (i-MT) that rev matches on downshift. It works too -- even better than a similar system in Nissan's 370Z sports coupe, in my opinion.

The engine offers torque low in the piece (with 420Nm on offer from 1400-2600rpm) allowing gear shifts earlier than in some other utes, further saving fuel. Using no more than 2000rpm it was easy to keep pace with traffic while driving in an economic manner.

The four-cylinder engine develops maximum power of 130kW at 3400rpm, and in Sport mode delivers a real surge through the mid section of the tacho, generating more mumbo for hills and overtaking. We should note, however, that it feels quicker than the numbers show. Compared to its nearest rivals, the HiLux was slower both from standstill and during roll-on acceleration testing.

It's a shame then that the 'lock-out' to reverse is quite weak. Sitting at the traffic lights or when manoeuvring in the car park, it's easy to slot unwittingly into reverse when attempting to grab first, particularly with the radio on a bit loud so you can’t hear the warning beep.

The ride and handling is a big step up in the HiLux; almost SUV-like. While the steering is a whisker heavy and the ride a tad firm, the HiLux handles its weight and height quite well in corners. It also communicates enough to allow accurate placement though tight, multi-lane roundabouts and narrow lanes and driveways.

Entry to the HiLux is assisted by A-pillar grab handles. The door apertures are as good up back as they are up front (a lot of dual-cab rear seats are a squeeze to get in to), and cabin space is rather generous. The stadium style seating of the second row provides a good view out, and although the backrest is more upright than some in this segment, it's not what you'd call uncomfortable. It's a pity, then, the back seat doesn't offer face-level ventilation outlets or a rear sliding window (a la Triton and Navara).

The front seats are well sculpted and supportive, and the driving position is bettered by a tilt-and-reach adjustable steering column and thoughtfully-placed ventilation outlets. All controls and secondary switchgear fall easily to hand. The dual-dial instrument panel and its Volkswagen-esque central information read-out is also user-friendly, replicating most of the features found on the central touchscreen.

The infotainment screen accesses the usual gamut of phone, navigation, reverse camera and audio settings via simple landing buttons. The sat-nav works well as does the DAB+ digital radio reception. However, the sound quality is mediocre for both the radio (AM/FM and DAB+) and Bluetooth telephony side of the deal. I personally prefer rotary dials and hard buttons, but the duplication of controls on the steering wheel alleviates any issues created on the main screen.

Switchgear elsewhere is of a high quality, ditto the wiper and indicator wands. I found the auto-headlight sensor overly sensitive, and lamented the lack of sunroof, acoustic rear parking sensors and aforementioned sliding rear window (all offered on the Nissan Navara ST-X).

Visibility is good all-round – the broad bonnet helps wheel placement and the wide rear window eliminates blind-spots. There's plenty of oddment storage, including a two-tier glovebox and pop-out cup holders, and a good mix of 12-volt, 220-volt and USB outlets. I found the decor appealing, with the mix of colour and textures lending the HiLux a premium feel. The dash looks more SUV-like than 'tradie ute'; appealing more to the increasing number of family and recreational ute buyers.

Pricing for the new HiLux is comparable to most rivals with the model on test arriving at $53,990 (plus ORCS). Metallic paint is a $550 option while 'premium' leather-clad and electronically-adjustable seats (not fitted) are available for $2000.

The HiLux is covered by Toyota's Service Advantage programme which caps service costs at $180 for the first three years or 60,000km (whichever comes first). Service intervals are set at six months or 10,000km while the warranty period covers three years or 100,000km (again, whichever comes first). Roadside assistance is not included as part of the deal, Toyota charging an annual membership fee of $78 for the privilege.

In short, the HiLux is more refined and more dynamic than before – and let's face it, it needed to be. Increased towing capacity, load-hauling and off-road ability also add to its increasingly all-round appeal.

2015 Toyota HiLux SR5 pricing and specifications:
Price: $53,990 (plus on-road costs)
Engine: 2.8-litre four-cylinder turbo-diesel
Output: 130kW/420Nm
Transmission: Six-speed manual
Fuel: 7.6L/100km (ADR Combined)
CO2: 201g/km (ADR Combined)
Safety Rating: Five-star ANCAP

Also consider:
>> Ford Ranger XLT 4WD (from $52,390 plus ORCs)
>> Nissan Navara ST-X 4WD (from $51,490 plus ORCs)
>> Volkswagen Amarok TDI420 Highline 4MOTION (from $52,490 plus ORCs)