IN EXTREMES
To find the best Hilux models, you need to go either to the top or bottom of the range
Will 2021 be the year Toyota Hilux takes back the top sales spot? The Ford Ranger finished a difficult 2020 comfortably in the lead with 7975 sales, followed by Hilux at 5796.
But Toyota New Zealand (TNZ) has been pretty clear that it has a big order bank for its sharply priced new ’Lux and it was hit hard by supply and shipping delays towards the end of 2020.
After a few wobbles (awkward styling on the 2016 model, a dodgy diesel particulate filter), you’d have to say Toyota has Hilux well and truly sorted in the current facelift generation, launched back in October.
The range is vast (18 models), the status thing is sorted with different grilles for each grade and “no haggle” Toyota Driveway Pricing (TDP) looks very sharp.
We’ve driven a sampler of Hilux double cab wellside models since October last year and they range from just $39,990 (you can go even cheaper with the $29,990 Workmate, although we didn’t test that) through to $58,990 for the loaded-up SR5 Cruiser. Sixty grand is only just getting you started with Ranger and while it’s true that the “transaction pricing” (car-speak for big discounts) of rival utes is much closer to Toyota’s stickers, the fact remains, they’re unknown. Toyota prices are Toyota prices. What struck us over the course of our Hilux adventures was how difficult it is to be the middle child.
The entry SR has an appealing swagger, with its charcoal grille and black-painted 17-inch steel wheels. It looks like it means business in a work-trucky kind of way — as all Hiluxes used to do, before utes became fashion items.
It also stands to reason that it rides better than most other Hilux models, by virtue of those smaller rims and taller sidewalls.
The top-line SR5 Cruiser also goes for the blackedout look, albeit with a completely different front fascia. It goes all-out with special 18-inch wheels and fender flares, unique instrumentation and higherquality trim.
Hang on, we’ve forgotten the mid-grade SR5. Easy to do, although you’ll know one when you see it because it’s the only Hilux with a thick application of chrome around its trapezoidal grille. It’s personal taste of course, but we reckon black looks best — whether that’s the in-your-face SR or the showy SR5 Cruiser.
The SR5 really just is an SR with a couple of extra bits on board: alloy wheels, parking sensors and mirror heaters on the 4WD model. Fair enough: it’s only $1000 extra — and you can still choose manual with the SR5, whereas the SR5 Cruiser is auto-only. But the SR and SR5 Cruiser sitting on either side just look a lot more authentic and convincing.
Right across the range, you have the choice of 2WD (“Prerunner”) or 4WD and the same upgraded 2.8-litre turbo-diesel.
The new engine is brilliant, with improved refinement and a meatier torque delivery at the low end of the rev range. Ride has long been a sore point with Hilux — literally — but the new model is vastly improved.
It also deals with off-road terrain in a much more convincing way. The Prerunner models retain a mechanical rear differential lock, which helps off-tarmac but it’s the 4WD models that really make an impression with a new electronic limited-slip diff and smooth/quiet Downhill Assist Control system.
At this point, we have to bring the Mako in. It’s a TNZ creation rather than a factory job, but still a beautifully executed adventuremachine and worthy rival for the Ranger Raptor.
It’s a mighty achievement on a number of levels. Extreme off-road prowess is a given, but it’s an interesting proposition on-road as well. The chassis features ARB Old Man Emu suspension (adjustable) with 18-inch wheels and Maxxis Razr 265/60 tyres.
So it’s really squishy (technical term) and provides a supple ride, as well as a surprising degree of refinement from that chunky rubber.
Dynamically, it’s more of a mixed bag. The tyres have good on-road grip (at least in the dry) but there’s a good deal more pitch and roll.
It’s not as cohesive as the Ford Ranger Raptor, but does get one up on its rival by maintaining Hilux’s muscular 3500kg tow rating (the Ford is limited to 2500kg).
Hilux last topped the sales charts in 2014, but lost the crown to Ranger partly by not having a broad enough lineup — especially when it came to high-riding 2WD models. No such problems now.
TNZ is adamant that it wants Hilux to be part of a balanced portfolio (no more than 30 per cent of its sales), rather than becoming too reliant on it as a sales leader.
But if a chance comes to regain market glory, surely you’d take it?