Toyota HiLux SR Double-Cab Utility 4WD
Quick Spin
Last year the HiLux was Australia's best-selling new vehicle bar none, giving us cause to revisit the near two-year-old model to see just what makes it so popular.
The 29-strong line-up offers single, extra and double-cab body-styles, each offered in cab-chassis or utility form.
Pricing begins at $20,990 (plus on-road costs) for the Workmate single-cab cab-chassis 2WD, and tops out at $56,390 (plus ORCs) for the flagship SR5 dual-cab utility 4WD. An even higher-grade variant is expected soon.
The model on test, the SR double-cab utility 4WD, is priced from $48,490 (plus ORCs).
The HiLux is backed by a three-year/100,000km warranty and is supported by a three-year/60,000km capped-price servicing scheme. Each service is fixed at $240 with service intervals set at a rather short six months/10,000km (whichever comes first).
Introduced Down Under in September 2015, the HiLux’s 1GD-FTV 2.8-litre turbo-diesel engine offers 130kW (3400rpm) and 450Nm (1600-2400rpm) when married to the optional six-speed automatic transmission.
Against rivals including the Ford Ranger and Mazda BT-50 (147kW/470Nm), Holden Colorado (147kW/500Nm) and Volkswagen Amarok V6 (165kW/550Nm) it feels a little underdone, perhaps more than the numbers alone would suggest.
Depending on grade, the Toyota HiLux is also offered with a 2.7-litre four-cylinder (122kW/245Nm) or 4.0-litre V6 (175kW/376Nm) petrol engine.
And although the HiLux SR boasts stronger equipment levels than its forebear, it still pales behind some of its immediate rivals (namely Navara and Triton). Missing are parking sensors, sat-nav and electrically-adjustable leather seats.
The HiLux does offer power windows and mirrors, air-conditioning, cruise control, remote central locking, a reversing camera, electrically-assisted steering (tilt/reach adjustable), and a 7.0-inch touch-screen audio system with Bluetooth telephony and audio streaming, USB connectivity, six speakers, single-CD player and AM/FM tuner.
Toyota offers a wide range of accessories to suit trade and recreational buyers, including tow kits, various trays, tray liners, side steps, roof and ladder racks, and airbag-compatible bullbars. Off-road stockists like ARB also offer a range of 4WD-specific accessories, worth considering if you’re planning the ‘big trip’.
Who will it appeal to?
With 920kg payload and 3200kg (braked) towing capacity the HiLux is primarily aimed at trade and agricultural buyers. The redesigned tub now measures 1569mm in length (up 19mm), and 1645mm in width (up 79mm), but isn’t as deep as some rivals (481mm, up 20mm), and is incapable of taking a standard Australian pallet between the wheel-arches (1110mm).
However, with increased creature-comfort levels and a roomier, quieter cabin, recreational and family buyers are also in Toyota’s sights. Mums and dads will appreciate the inclusion of three-point seatbelts in all seating positions, and ISOFIX and top-tether child-seat anchor points; but will lament the omission of rear-seat ventilation outlets.
The HiLux continues to offer dual-range four-wheel drive and suitable ground clearance (279mm, up 25 per cent) for off-roading.
SR and SR5 variants are fitted with a rear differential lock, and offer 20 per cent better wheel articulation that the outgoing model. Approach and departure angles are also improved, now 31 degrees (up 1) and 26 degrees (up 3) respectively, while underbody protection is also bolstered.
The on-road feel of the HiLux is firm, but relatively secure. It takes exuberance to provoke oversteer – even in the wet – while steering feel is accurate and positive. We found the transmission to be somewhat indecisive, however, ‘shunting’ into gear upon reapplication of throttle.
Brake feel and performance is impressive, the disc/drum arrangement modulation to offer a progressive, car-like pedal.
Where does it fit?
Selling in Australia’s most popular new-car segment, the Toyota HiLux is recognised as a light commercial vehicle by the FCAI, most toll-road operators and all Australian state and territory government motoring bodies (meaning both road toll and registration fees will be higher than those of passenger vehicles).
The Toyota HiLux competes directly with the Holden Colorado, Ford Ranger, Isuzu D-MAX, Mazda BT-50, Mitsubishi Triton, and Volkswagen Amarok, and could also be considered a match for recently-arrived budget examples like the Foton Tunland, Great Wall Steed, Mahinda Genio and Tata Xenon.
But in relative terms, we can’t help but feel the HiLux presents as underdone. It lacks the grunt and equipment of some of its rivals, while simultaneously pricing itself at the top edge of its competitor set. The week's fuel economy (11.7L/100km) was also disappointing considering most driving was on the freeway with just myself in the car.
In short, the Ford Ranger and Mazda BT-50 are a better option for the price.
The HiLux’s rock-solid reputation may have got it to where it is, but additional value – and/or horsepower – is required if it’s to maintain its position.