Toyota HiLux 2015 Tow Test

It's normal for sales of any particular model to peter out towards the end of its life-cycle, as buyers look to newer, more exciting alternatives or wait patiently for a new, improved version to arrive.

However, don't expect this to be the fate of Toyota's 'unbeatable' HiLux, for which brand loyalty, resale value and an 'unbreakable' reputation appear to have greater sway on sales volumes than the fancier interiors, more car-like performance and impressive feature lists of many of its rivals.

Despite the much-anticipated arrival of an eighth-generation HiLux next year, which by then will be the first all-new model in 11 years -- and with an all-new Nissan Navara just weeks' away -- we can't seeing anything that will adversely affect the popularity of Australia's third best-selling vehicle in the near future.

Last year Toyota sold close to 40,000 HiLux utes in Australia, which was slightly down on the previous year but still greater than 20 per cent of the entire ute market.

And that's despite a flurry of brand new utes in recent times, including Ford Ranger, Mazda BT-50, Volkswagen Amarok and Holden Colorado, that on paper as well as behind the wheel are superior in many respects.

HiLux buyers were treated to some overdue but relatively minor updates in 2014, including a five-speed auto to replace the old four-speeder, a 17Nm boost (to 360Nm maximum torque) for the trusty 3.0-litre turbo-diesel engine, and fitment of a lap-sash belt to the centre rear seat which helped it gain a five-star ANCAP safety rating.

Unfortunately, for those keen on using the HiLux for heavy-duty towing, braked towing capacity remains at 2500kg, which puts the Toyota workhorse well behind Mitsubishi Triton, Volkswagen Amarok and Nissan Navara (with 3000kg braked towing), and Holden Colorado, Isuzu D-MAX, Ford Ranger, and Mazda BT-50 (3500kg).

But if our recent experience towing a Johnno's camper trailer from Melbourne to Wilsons Prom is any guide, the HiLux is not the best option even for medium towing duties.

Loaded up with four passengers, about 200kg of gear in the tray and 1400kg of camper trailer further behind, the HiLux's truck-like turbo-diesel engine laboured up the slightest incline, despite maximum torque accessible from 1600rpm, and struggled to maintain speed up longer hills, regardless of revs.

The leisurely performance restricted smart take-offs from the lights, and required plenty of planning if a decision was made to over-take. It also made us wonder how it would cope towing the full 2500kg! Although perhaps a more telling figure in relation to overall towing performance was the gross combined mass (car and trailer) approaching four tonnes, or around 75 per cent of the HiLux's maximum GCM of 5280kg.

But despite the impression the engine was working hard fuel economy was kept to a surprisingly low 8.5L/100km driving solo, rising to an equally impressive 12.0L/100km towing.

The HiLux was most relaxed cruising at 100km/h highway speeds, with the engine sitting at 2000rpm in top gear, and plenty of accompanying engine, tyre and wind noise to drown out the radio.

That said, the HiLux is a no-fuss vehicle that does most things it's asked, and feels most at home on rough roads and lumpy tracks where the soft, long travel suspension soaks it all up. You certainly don't have to worry too much about your speed over bigger bumps. The downside of this is plenty of body roll around corners, although this isn't an issue at lower towing speeds.

With its bullet-proof, ladder frame/leaf spring rear set-up, the HiLux remains unfazed when hitched up, with a ball weight of around 120kg having little effect on the rear suspension. Like a lot of utes it rode a bit smoother with some weight on the ball to settle things down.

As a touring vehicle, it's reasonably comfortable, with the spacious, practical cabin providing proper room for five adults and adequate storage, although the seats are pretty flat and unsupportive and only manually adjustable for the driver. And with no reach adjustment for the steering wheel (a common omission on dual cab utes) I had to stretch my arms out further than desired.

Like most pick-ups, the HiLux is a pain doing U-turns, but being slightly more compact than some of its rivals (while maintaining a good-sized rear tub) makes it easier to park.

Along with the lethargic engine and sometimes slow-witted gearbox, the light steering and mushy brake pedal don't help inspire confidence on the road, compared to the more responsive BT-50 XTR dual cab ute, for example, that we drove just after the HiLux.

Despite being recently updated with a new ‘look’ and materials inside, the HiLux cabin remains dated. For example, the ad-hoc placement of displays and controls, while easily accessible, are nothing like the BT-50's cleaner, more logical layout. While the HiLux SR5 comes with sat-nav, a reversing camera, cruise control and single-zone climate control, the lack of acoustic parking sensors and hill descent control are noticeable omissions.

However, we did like the bigger 6.1-inch touchscreen, which provides easy Bluetooth audio and phone connection and a user-friendly sat-nav. Although we discovered some tech gremlins, like the sat-nav's refusal at one stage to suggest a U-turn after taking a wrong turn and ending kilometres off route. In Auto mode, the headlights have an annoying tendency to flick on- and off at the slightest suggestion of darkness, such as when driving under a bridge.

The HiLux retains other old school features, like a clunky 4x4 'stick' selector, and auto gearbox with individual slots for lower gears, rather than a more user-friendly 'sport' mode allowing up/down manual selection offered by its rivals.

However, this is all water off a duck's back for the Toyota faithful. As with the big-selling Prado and its similarly below-par 2500kg tow rating, it's unlikely to tarnish the HiLux's reputation in any way.

But if towing something decent is a major priority, we'd still recommend just about any of its rivals ahead of the Toyota.