TOYOTA HILUX Rugged X

DIRECTNESS in marketing can be a good thing; although, we wonder whether Toyota is getting too literal with the Rugged X, the latest addition to the Hilux range. For the “unbreakable” ute it’s a big call, though it at least states its intentions clearly from the outset, contrasting bonnet stickers and all.

But the Rugged X is a lot more than a sticker pack. What is the pinnacle of the broadened line-up ramps up the ability with rock rails, a sturdier bash plate and a solid steel bumper that promises to fend off a kangaroo or two while housing one of the best standard lighting systems we’ve ever experienced. Between the circular LED spotlights and the broad central light bar, it makes for one heck of a long throw on the vast Stuart Highway.

Elsewhere, the Rugged X is more regular Hilux, from the suspension tune to the engine. That said, the front coils have been beefed up to cope with the additional weight, most of it as a result of that steel bumper. Combined with 17-inch all-terrain tyres that allow more compliance, it makes for decent going pounding over the corrugations the outback does so well. There’s solidity to the way the Hilux deals with thumps and bumps, its body still shimmying but everything performing as it should. It’s less convincing when riding alongside it and watching how things cope, the front bumper rollicking around within its mounts. It’s then you realise why engineers have left such big gaps between the front guards and the bumper – to allow it to shimmy and shake.

Load it up and the Rugged X is almost as good, the firm suspension losing little in the way of control as it continues to soak up all thrown at it. It’s an impressive bit of kit and one that gives the impression it’ll be doing its thing for many years to come.

That said, it doesn’t take much to hit the load limit for the Hilux. With a quartet of people, their luggage, supplies and camping gear, it’s easy to break the meagre 748kg payload, which is at least 240kg lower than its three bush rivals. While it feels solid approaching that weight limit, unless you turn to the aftermarket there would be issues in breaching it.

From the outset, too, there’s less space in the Hilux. Its cabin is narrower than its three rivals, which combined with the upright dash delivers a more hemmed-in feeling. Not all

IT’S CLEAR THE RUGGED X IS READY TO RUMBLE IN THIS SORT OF TERRAIN

is rosy elsewhere, either. A foot pad from the driver’s side-step kept unclipping, requiring a heartily applied hoof to coax it back in place. And the instrument cluster somehow rattled loose, the cowling covering things such as the 4x4 and high-beam lights. We’ve done tens of thousands of kays with Toyotas out here and never experienced anything like this.

There was worse to come. Punting along an undulating gravel road, our Hilux suddenly flashed up warning lights, including from the stability control safety systems. It happened after bouncing into a dry creek bed, the textbook impact shrugged off by the other three contenders. It also warned of reduced power, the engine now revving higher to account for less turbo boost. We’ve experienced an identical issue before with a Fortuner, with the same engine and chassis. Then and now, disconnecting the battery to reset the warning lights solved the problem, also returning the engine to its former 130kw/450nm glory.

It’s an uninspiring engine, albeit one that gets the job done; its generous low-rev torque by far the hero. It’s a shame about fuel use, though. On paper it looks okay at 7.9L/100km, just four per cent more than an SR5; but the reality is a lot less impressive, with the extra weight of the Rugged X taking its toll. It was the thirstiest of the lot, slurping 12.6L/100km, and its range reduced more at higher speeds – the Hilux consistently needed its 80L tank topped up first.

Over the next couple of thousand kays our electrical problem resurfaced another three times, all at more than 100km/h when overtaking. It’s disappointing stuff and was a big black mark against a car marketed as unbreakable. Throw in the frustratingly fiddly touchscreen and it was slowly making the Hilux less endearing.

Fortunately, the Hilux wins back points once low range is engaged. Clawing our way through a dry creek bed was a reminder of how intelligent the electronic traction control is, its brain sending drive to scrabbling wheels fighting for traction. The 17-inch all-terrain rubber is also a terrific choice; although, we still picked up a puncture.

Only later did we need to activate the rear diff lock, a slippery ascent testing the limits and working better with identical drive being sent to the rear wheels. Additional protection around and underneath provides reassurance when tackling gnarly approaches, with the angled corners on the front bumper allowing for aggressive approaches. It’s clear the Rugged X is ready to rumble in this sort of terrain, with four tow hooks easily accessible if things eventually grind to a halt.

At $63,690 the Hilux is no on-paper bargain; although, the standard snorkel, extra off-road kit and lights boost appeal. While there’s leather and a tow kit, there’s the occasional oversight such as no tyre pressure sensors, and its climate control has a single setting. All of which led to some robust discussion. There’s so much to like with the Rugged X, but this example had some gremlins that can’t be ignored.