Toyota Hilux SR

Overview

THE ninth-generation AN220/30 series Toyota HiLux ute range is fundamentally a deep revision of the outgoing eighth-gen model. Away from the heavily revamped exterior and interior, the hard points carry over, albethey with the deletion of the long-serving 2.7-litre petrol engine and 2.4-litre turbo-diesel option.

The familiar 1GD-FTV turbocharged 2.8-litre four-cylinder is now the only offering in the HiLux range, complying with Australia’s new Euro 6d requirements. It is offered with and without Toyota’s V-Active 48-volt mild hybrid technology depending on grade and transmission selection.

Manual variants, of which there are three, deliver 150kW/420Nm while the balance of the HiLux line retains a six-speed automatic that bumps torque to 500Nm. The 48-volt system adds 8kW/65Nm of assistance.

Electric power steering takes the place of the previous ute’s hydraulic arrangement while HiLux is now offered with two distinct suspension tunes – a heavier-duty setup for WorkMate and SR, or comfort-orientated spring rates and stroke for higher tiers. All continue to use a leaf-sprung rear.

Variants with four-wheel drive also continue to sport a part-time system with dual-range transfer case rather than an ‘auto’ 4WD setup.

Familiar grades continue, with price-leading WorkMate offering a choice of 4x2 (single and double cab-chassis formats) or 4x4 (adding a double cab pick-up). SR alone retains a cult-favourite extra-cab shape, while SR5 continues to offer the option of a double cab-chassis alongside the double cab pick-up.

A double-flagship strategy sees the Rogue nameplate retained while the Rugged X badge returns at the same price. The GR Sport has been discontinued for now.

On test, we will look at the double cab SR and SR5 pick-ups, priced as tested from $57,990 and $63,990 plus on-road costs.

Feature highlights of the SR include 17-inch alloys, painted door handles, mirrors and bonnet mouldings, a locking rear tailgate, side steps, high-grade front seats and nicer fabric, a leather steering wheel and shifter, rear air vents, and a wireless device charger.

The SR also gains an eight-speaker stereo, 360-degree parking camera, tyre pressure monitoring, smart entry/start and remote locking and unlocking via a smartphone app over the base grade WorkMate.

Four-wheel drive versions gain a locking rear differential, Multi Terrain Select and downhill assist, while the 48-volt system becomes optional.

It is a $6500 step into SR5, which swaps to the comfort suspension tune and picks up 18s, larger front brakes, an integrated towbar, auto-levelling LED lighting, a sports bar, privacy glass, auto-folding/heated side mirrors, dual-zone climate control, and a cooled glovebox.

Other SR5 interior goodies include heated front seats and steering wheel, a larger 12.3-inch instrument display, electro-chromatic rear-view mirror, electric parking brake and multi-terrain monitor.

Auto SR5 variants gain remote air-con activation thanks to available power from the 48-volt system.

SR5 buyers can also option a Premium Interior Package ($2500) that swaps fabric for black genuine leather while adding an eight-way power-adjustable driver seat with lumbar support and a nine-speaker JBL stereo.

Standard across the range are safety features including autonomous emergency braking, adaptive cruise control, lane trace assist and departure warning, speed sign recognition, blind spot monitoring, rear cross-traffic alert and a reversing camera.

All new-gen HiLux models have integrated SOS emergency calling, vehicle insight and auto collision notification functionality for as long as the 4G phone network is available.

Other connectivity features within the Toyota Connect+ and Multimedia Connect suites are complimentary for the 12 months of ownership but are only available via paid subscription after that point.

Toyota backs the HiLux range with a five-year/unlimited-kilometre warranty, while roadside assistance is a cost option. Capped-priced servicing is offered for three years or 60,000km (whichever comes first) with service intervals set at six months or 10,000km (again, whichever comes first).

Driving Impressions

The Toyota HiLux might have the brawn to tow, but it doesn’t necessarily have the brains.

On test, we loaded a tandem trailer with hay bales for a total load of just over 2000kg. Nothing the HiLux can’t handle given a braked towing capacity of 3500kg is on offer…

Our drive route took us through the undulating countryside of the Pyrenees Ranges toward Victoria’s Central Highlands, the automatic HiLux SR with its turbocharged 2.8-litre four-cylinder diesel engine performing well in Sport mode – the only option at our disposal for towing considering the model does not offer a Tow/Haul mode as in some rivals.

We limited the transmission to fifth gear when cruising to reduce driveline strain, keeping it in fourth for grade climbing and through the corners (fourth gear is 1:1 in the Aisin-sourced six-speed automatic fitted to the Toyota HiLux).

This combination worked well for the most part, with manual intervention only required when descending hills – again, something we feel a Tow/Haul mode would help to overcome.

That small quibble aside, and we have to say we’re impressed with the HiLux’s 48-volt assisted driveline. Fuel economy spiked to 11.3 litres per 100km across our 200km tow journey from a base of 7.5L/100km unloaded, far better than in the previous generation HiLux, the mild hybrid system willing to assist in getting the vehicle away from a start more cleanly while also providing extra assistance in hill climbing and overtaking scenarios.

We were also impressed with the stability the HiLux offered on broken surfaces, over gravel, and through winding sections of country road. The combination towed flat with a progressive bias onto the outside axle through bends, and minimal pitching under brake.

Bump absorption was likewise handled exceptionally, the vehicle feeling oddly stiff once the load had been removed – showing how well the HiLux ‘s suspension is tuned for towing and payload duties.

Unfortunately, while the brawn part of the towing equation worked in the HiLux’s favour, the brains of the situation did not.

In addition to not offering a Tow/Haul mode, the vehicle’s ADAS electronics were unable to recognise that it was towing, something many competitors have managed to figure out by sensing when the trailer plug is connected to the vehicle.

The HiLux however remains ‘engaged’, meaning the blind-spot monitoring, reversing sensors, rear cross-traffic assist, and reverse emergency braking systems remain activated unless you switch them off manually.

It’s no big deal if you have a button (as per the previous generation HiLux) but scrolling through myriad menus each and every time you cycle the ignition is a dead set pain in the proverbial.

Why Toyota could not have these settings applied within a Tow/Haul setting is beyond us. It’s thoroughly annoying and detracts from what is an otherwise capable tow rig that ticks the majority of boxes for the majority of buyers.

Our HiLux test also saw us spend a little time in the HiLux SR5 manual. Fitted with a six-speed transmission and sweetly weighted clutch, this offering stands out as one of the rare manual offerings remaining in the segment – and a damned good one at that.

On test, the HiLux SR5 manual returned a fuel consumption average of 8.5 litres per 100km, showing that a well-driven, well-geared diesel ute can still deliver excellent real-world fuel economy without the need for complex electrification.

That point aside, it is actually an enjoyable vehicle to drive. The gear ratios are ideally spaced to offer a useful spread for towing and hauling work, while also offering reasonably brisk performance on the open road – and that despite the detuned 420Nm torque output as against the automatic’s 500Nm.

The shift throw is neat and positive, and the clutch both feelsome and moderately weighted.

Offering a manual gearbox in the HiLux range is something we feel is a strength of Toyota’s line-up. It certainly has a role to play in rural driving and would be sorely missed were Toyota to drop it from the line-up – despite what the sales numbers might say.

While this test has centered on the towing capabilities of the HiLux SR, we do need to comment on a couple of other points we noticed in our time with the HiLux more broadly.

We really appreciated the clarity of the digital instrument panel, particularly on the SR5, and the straightforward infotainment interface. Likewise, we found hard buttons for the climate control (and dials for the manual arrangement in the SR) and Drive Mode selector very useful, even if the location of some hard buttons (placed low in the dashboard by the driver’s right knee) a little obscure for regular use.

We also feel that the menu system set within the instrument panel is needlessly difficult to navigate, particularly given many of the features are locked out when driving and that some take quite a bit of time to navigate. For example, when trying to turn off the interior monitoring system when leaving your dog in the car to run into the shops…

It’s those little things that place Toyota’s rivals in an advantageous position and show the “new” HiLux as little more than an update of the outgoing generation. Perhaps these peculiarities will be something the Big T can address when it introduces an all-new vehicle.

Until then, and on balance, we have to say we’re still quite pleased with all that the HiLux delivers. It’s the sort of vehicle that just gets on with what it has to do with very little fuss, and without the needless fanfare that seems to be jammed into so-called working utes that never stop to consider what the end user really wants.

For us, and many other Hilux drivers out there, we think there is a lot about this vehicle that is bang on the money, and we really hope that Toyota doesn't stray too far from that formula when the next generation Hilux rolls around.