Toyota Hilux review and buyer’s guide
The Hilux is more than just an immensely popular 4X4 dual-cab ute here in Australia, it’s an icon. Toyota Hilux offers reliability, towing, good resale value and occasional family duties.
The Toyota Hilux is the first vehicle you think of when someone asks what new ute you’re thinking about buying.
It’s only after you’ve thought about Hilux do you typically remember there’s the Ford Ranger >>, the Mitsubishi Triton >> or the Mazda BT-50 >>.
Alternatively, if you’re still on the fence about what type of tradie vehicle you need, it might be worth a look at the Hyundai Staria-Load work van >>
The success of dual-cab utes is why, if you want to make it (commercially) as a mainstream car manufacturer in Australia right now, you need to be offering a 4X4 dual-cab ute. Even Kia is getting a ute >>.
Toyota Hilux has been the best-selling dual-cab 4X4 ute for years. Month after month, year after year it has been the go-to choice - until Ranger came along and ruined the winning streak in 2023.
This segment is the largest single segment in the country in terms of concentration of volume. Meaning, there are fewer dual-cab ute models on sale compared with medium SUVs, so the dilution among the medium SUVs is greater.
During 2023, Aussie buyers took delivery of 208,716 new dual-cab 4x4 utes, according to VFACTS data. That’s 17.2 per cent of the overall 1.2 million vehicles that were delivered throughout the year. The segment is more popular than even the mid-size SUV class (203,414 deliveries), despite comprising fewer nameplates.
Toyota is one of the early birds and arguably one of the pioneers of this vehicle category. It has been selling its HiLux 4x4 dual-cab ute in Australia since 1982. This means it has extensive experience in this area, purely because it has been in this field for so long.
That doesn’t necessarily mean the current model is the best in its class for every given criteria, though. But it should be capable of getting close, right?
FEATURES & PRICING
Today’s model is offered in 8 different forms, strictly in terms of 4x4 dual-cab models (excluding cab-chassis). All feature a diesel engine – either a 2.4L or 2.8L – and, interestingly, you can still get a six-speed manual if you don’t like automatics.
To open the range, the WorkMate features a 2.4-litre turbo-diesel four-cylinder that develops 110kW and 400Nm. It’s not the strongest power but 400Nm of torque is decent, particularly for a lower-spec model.
Fuel economy is rated at 7.1L/100km on the combined cycle when optioned with the manual, while the six-speed auto consumes an average of 7.8L/100km. More importantly, the manual emits fewer emissions.
A common maximum threshold for emissions output to big fleet companies is 200g/km. With the manual, it passes under quite easily with a rating of 188g/km on the combined cycle. However, the auto overshoots it, with a rating of 211g/km.
Stepping up to the SR auto doesn’t have a big impact on emissions, with the auto stamped at 207g/km and the manual listed at 196g/km, despite featuring the bigger 2.8-litre engine that offers a lot more power and torque.
With 150kW, the 2.8L unit is pretty gutsy for its class. Auto models get the full 500Nm as well, which is strong for its class and for a four-cylinder engine. Manual versions of the 2.8 are capped at 420Nm to conserve the clutch and gearbox.
Fuel consumption figures for the 2.8L engine are not all that different from the 2.4L either, with the manual rated at 7.4L/100km (7.7 for the heavier SR5) and the auto rated at 7.9L/100km across the board.
These figures are about average for this segment, with some competitors, such as the new Mitsubishi Triton GSR and its 2.4L engine using slightly less, at 7.7L/100km for the flagship automatic. It produces 150kW and 470Nm.
Sitting at the upper-end of the range is the very popular SR5. Whether you’re a busy tradie or site manager, or you simply need the practicality of a tray bed but want SUV-like cabin comfort, the SR5 is the best balance in the range.
Toyota only offers its 2.8L engine with the SR5, and you can opt for either a six-speed manual or automatic. It’s the smart buy because prices aren’t through the roof, kicking off from the very low $60,000 mark (before on-roads), yet it offers decent ‘luxury’ appointments and personality, and good all-round capability.
Sitting slightly above the SR5 is the Rogue. Toyota initially launched this as the flagship variant, bringing together some of the refinement and luxury-inspired features of the SR5 while providing a unique look on the outside, with bigger wheel arches, and a nudge in capability.
The Rogue has seemed less appealing since the GR Sport arrived; it's about $10k more than the SR5, uses the same powertrain, but the fuel consumption is pushed up to 8.4L/100km due to inferior aerodynamics – ground clearance is lifted to 265mm from 216mm, compared with the SR5.
At the top of the range is the GR Sport. It’s more about off-road recreation rather than pure workhorse duties, and comes equipped with bespoke KYB sports suspension, wider front and rear track, and GR-branded brakes and body trimmings.
What it also comes with is a tuned version of the 2.8L engine, with power turned up to 165kW and torque lifted to 550Nm. It comes in auto form only, with fuel consumption up by only 0.2L/100km over the SR5, to 8.1L/100km, and emissions are bumped up to 213g/km (from 207). It’s priced $3230 north of the Rogue and $11,500 more than the SR5.
TOWING
Ute stands for utility, and most variants here perform at an average or above level, for the class. The braked towing capacity is 3500kg for all variants and transmission options in the 4x4 dual-cab category, including the base 2.4L WorkMate in manual and auto form.
This is the maximum allowed capacity for any passenger vehicle of this size in Australia, so the fact Toyota has made sure all of its dual-cab 4x4 models meet this standard is only a good thing. However, there is a bit more to it.
If payload is your top priority, then the base WorkMate offers the most, at 1010kg when equipped with the manual. Going for the auto drops that down to 1000kg, and in fact the SR5 auto is rated the same.
Sticking with the SR5 auto, the gross combination mass is 5850kg. Subtract its kerb weight of 2110kg, and then subtract a full 3500kg for towing, it leaves just 240kg for passengers, a tow bar, and any accessories. You get a very similar result from the SR and WorkMate models as well.
This is not a good left-over capacity for this class, with some rivals leaving around 500kg for payload/passengers and gear. For the purposes of carrying utility, the HiLux does not perform all that well.
Before you head on holidays or load up the ute for work, check out LAZY LOADING: How packing your ute (badly) can be disastrous >>
OFF-ROAD
All 4x4 models come with a dual-range transfer case with low-range gearing. This provides excellent low-speed torque for churning through thick mud or sand, and facilitates steady downhill stability and crawling progress up very steep climbs. Hill descent control is also standard on the SR and above.
All models feature skid plates at the front to protect vital engine components and in the middle to protect the gearbox. But as standard you get 216mm of ground clearance, at minimum, which is a touch below average.
Further than that, the SR grades and upward come with a rear diff lock and different driving modes to further boost capability. In the end, the Rogue and GR Sport are the pick if off-roading is a regular and important activity to you. Increased ground clearance and enhanced suspension increase their capability above the rest of the range.
DRIVING
The 2.8-litre engine is relatively smooth and quiet for what it is. Toyota made some revisions to this engine in recent years, bumping power and torque up to 150kW and 500Nm, while reducing vibration and harshness levels. And soon, Toyota Australia is going to offer a mild-hybrid version to further enhance economy and drivability, it says.
Hilux’s on-road manners are mediocre, for a ute, but that’s typical of the breed
As it is, the 2.8 hums along at highway speed producing a faint diesel clatter in the background, and requires merely 1700rpm to maintain 100km/h. This is great for families because it means long-distance touring is less likely to become tiring and bothersome.
When it comes to tackling bends, the HiLux does a commendable job in terms of maintaining good body stability, your desired cornering line, and withstanding some lateral force, for this class. It’s never going to handle as well as a properly-sorted SUV, partly due to live-axle rear suspension and leaf springs, but it is about as good as it gets for a dual-cab ute at the current standards.
The steering is precise enough to provide decent confidence and accuracy, and the front corners don’t dip down as you tip it in. It feels comfortable going around corners and not completely out of its depth. This is not something that could be said of past generation models and some current competitors.
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INTERIOR
Cabin comfort and features
The latest HiLux doesn’t present the most refined interior of its class. But, and perhaps most importantly, all fixtures and fittings are made to be robust and hard-wearing. There is lots of hard plastic all over the dash and door trims, but again, this stuff is durable and thick.
Entry models come with a plastic floor so you can easily wipe it down, or literally hose it out so long as you have fine control of the water flow. A number of cup holders are at the ready for all passengers except the middle-rear, and Toyota is making some changes for the 2024 model to increase the number of USB charging ports.
The driving position is a little off for shorter drivers, as the steering column doesn’t offer the widest span of adjustment and the seat sits a bit high. But overall passenger space and legroom, front and rear, feels about as good as it gets for this class, if slightly below the Ford Ranger.
In-cabin technology isn't great. The touch-screen is pretty small in comparison to many others, and its operation is basic and does without any excitement or depth. Even the instrument cluster is still largely analogue, but that might be a good thing to some traditional buyers.
GR Sport interior pictured here
RESALE VALUE
The Toyota HiLux offers the best resale value of any current ute [insert link to resale value article]. This alone could be a huge factor in your buying decision, as it means you’re likely to get more money back from your initial spend compared with any other ute in this segment.
It not only provides peace of mind simply knowing that fact, receiving a larger dividend at the end will help sooth the pain of buying your next new vehicle.
MAIN COMPETITORS
FORD RANGER
Ranger V6 is one sexy ute, evidenced by toppling Hilux as Australia’s most popular dual-cab ute in 2023.
The V6 is the one you buy if maximum platform performance is needed because it’ll be worked hard from day 1. Stay below the 3.5-tonne towing limit for safety, but Ranger is inherently quite stable thanks to 2.3t kerb weight.
A V6 XLT is a solid multi-purpose work vehicle and family conveyance, whereas the 2-litre turbo four-cyl seems a bit highly strung. Try the XLS if a cheaper work-only second vehicle is needed and comfort is not top priority.
Ranger is a good workhorse and a great tow platform, plus its off-road credentials are awesome. It’s just let down by Ford’s reputation for average reliability, and lacklustre customer support. But at least Ranger resale value seems strong.
MITSUBISHI TRITON
You’ll save thousands on a Triton over and equivalent Ranger, and with a 3500kg maximum braked towing capacity the towing field is level.
Mitsubishi’s ‘Super Select II’ transmission is a master stroke, allowing 4WD activation below 100km/h and use of AWD (4H) on high-traction surfaces - thanks to a proper centre differential. This is great for use on tarmac in heavy rain, on gravel roads, steep driveways, wet sealed roads, icy conditions, and general bush tracks.
The 2.4 turbo-diesel is now more powerful thanks to now bi-turbo forced induction. Fuel economy improvements should follow as well as good load-carrying and family-friendly cabin. Triton remains the best value ute on sale.
For more on new Mitsubishi Triton, click here >>
MAZDA BT-50
BT-50 shares platform fundamentals with Isuzu D-Max, but the Mazda is the pick, not only for saving money on the same basic package, but also because the BT has the much nicer interior.
If your ute will be used as more of a personal transport vehicle, perhaps only occasionally roughing it in hard-to-access places or in unpredictable circumstances, a BT-50 will offer a decent place to sit in for hours on end with multiple people on board.
It’ll also double as a very comfy suburban-dwelling family transport for weekend adventuring. Good towing platform with a 3500kg braked limit.
Click here for more on Mazda BT-50 >>
CONCLUSION
Toyota offers a wide spread of variants and body styles, including cab-chassis even in SR5 form and with four doors and five seats. You can get a manual or auto in almost every trim level, and packaging and features are pretty good for the class; not great but good enough.
With these facts in mind it is easy to see why the HiLux is such a popular model. It doesn’t excel in any particular area except resale value, but the average scores across the board place it high in the overall standings as a safe, practical, durable and capable dual-cab ute.
Toyota RAV4 is the best-selling medium SUV in Australia, offering good resale value and envious fuel economy. If you need an enormous boot and a simple, functional family vehicle, RAV4 is hard to beat.