BUILT FOR LOADS OF PUNISHMENT
Top-end Toyotas deliver on looks and ability, but it comes at a hefty price
Toyota’s Hilux is the best-selling vehicle in Australia, and unless something very weird happens between now and the end of the year — a distinct possibility, I suppose, given the way 2020 has panned out so far — it will top the charts for the fifth year in a row.
At the pointy end of the one-tonner class, where the blinged-up 4WD pick-ups duke it out for the “King Tough” tradie dollar, it’s a different story. Ford’s Ranger knocked Hilux off for the title in 2017 and 2019. It’s gained a pretty handy lead over Hilux 4WD this year too, as the Toyota’s sales have slipped by more than 12 per cent.
So the arrival of a 2021 Hilux update is timely, especially in top dollar territory where, in common with its Ford Ranger and VW Amarok V6 rivals, a Hilux with all the fruit will now set you back more than $70,000 by the time you drive it home.
Toyota offers two versions of peak Hilux: the Rogue, priced at $68,990 plus on road costs, and Rugged X, at $69,990.
Both run a revised 2.8-litre turbodiesel, as used in workhorse Hilux 4WD models, now with 150kw of power at 3400rpm (up 20kw) and 500Nm of torque from 1600-2800rpm (up 50Nm). The cooling system has been reengineered to cope with the higher outputs, plus an increase in towing capacity from 3200kg to 3500kg — matching Ranger and Amarok — and the diesel particulate filter’s manual purge function is carried over.
The standard six-speed automatic’s torque converter has a noticeably earlier, more aggressive lockup, which also reduces heat build-up when towing and makes the 2021
Hilux feel a tad more toey. So does the extra 50Nm of grunt. It’s particularly noticeable in the 1500-2500rpm zone, where throttle responsiveness and the 2.8’s deceptively strong pulling power are further enhanced. At 100km/h in sixth, it’s ticking over smoothly and quietly at 1750rpm, but under acceleration, especially through the lower gears, vibration is excessive.
Torque converter modifications also contribute to a notable improvement in fuel economy around town, now (officially) 9.3L/100km, down from 10.9L/100km. Expect 10-12L/100km in traffic, and about 8.0L/100km on the highway.
A midlife rear suspension tweak to address complaints about an overly harsh ride is a regular feature in a Hilux model cycle. Toyota has “retuned” the rear suspension for 2021 to soften the ride without, it claims, compromising payload, which does fall just a little: from 748kg to 734kg in Rugged X and 826kg to 819kg in Rogue.
Unladen, the differences in dynamics and ride between the two are difficult to pick on the open road. As a compromise between on and off road ability, Hilux does both equally well. Amarok is easily the best on the bitumen (and the 3.0-litre V6 is in a class of its own, too); off it, Ford’s Ranger Raptor is untouchable.
Steering is still overassisted at most speeds and vague on centre, despite a new variable flow steering pump.
Gross vehicle mass (GVM) for both models increases by 50kg to 3050kg and gross combination mass (GCM) also rises, by 200kg, to 5850kg. However if you add the new maximum towing weight of 3500kg to GVM, you get 6550kg — which is 700kg more than the maximum legal GCM.
Toyota is not alone in quoting towing GVM and GCM maximums that don’t add up. GCM is the only number that counts — especially as far as the police and insurance companies are concerned.
Rugged X, with extra hardware engineered by Toyota Australia, continues as the off-road hero. It features a protective steel grille shroud/ bumper, bash plate, heavy duty rock sliders, front LED light bar, reversible head snorkel, 17inch alloys, stiffer front springs, moulded tub/ tailgate liner and a metal “sports bar” with load attachment points behind the cabin.
Rogue is more Bondi than Betoota, substituting a resin “sailplane” sports bar and plastic side steps for Rugged X’s steel items, adding marine carpet liner in the tub/tailgate, a Toyota Australia-designed power-operated roller tub cover that’s lockable via the keyfob, 18-inch alloys and wheel arch flares.
A towbar is also included on both models. In the cabin, a larger infotainment touchscreen, the best voice-control functionality in the business, satnav, JBL audio, Apple Carplay/ Android Auto, updated instruments with a digital speed display, two 220-volt power sockets and heated, leather-faced front seats are also standard. Rogue gets carpet mats; Rugged X’s are rubber.
Hilux safety tech is comparable with Ranger and light years in front of Amarok. Autonomous emergency braking, lane keep assist and adaptive cruise are included, but blind-spot monitoring, rear cross-traffic alert and automatic high beam — standard on the benchmark Isuzu D-max/mazda BT50 twins — are absent.