Toyota HiLux SR5 2020 Review
Toyota gives buyers more reasons to look at its best-selling HiLux, offering a more rounded utility
The Toyota HiLux – Australia’s best-selling vehicle bar none for the past four years – has come in for a midlife makeover, its most significant upgrade since the eighth-generation’s launch in 2015. For 2020, the Toyota HiLux SR5, the most popular variant in the range, scores new front-end styling, more power from its 2.8-litre turbo-diesel engine, improvements to its ride and handling, and a much-needed infotainment revamp in an attempt to keep it at the pointy end of a very busy ute market.
Top of the pops
The second half of 2020 looms as a frenetic period for ute-makers.
Isuzu has its new D-MAX, Mazda its closely related new BT-50 and Nissan will release a facelifted Navara in November, while Ford has performed a light nip and tuck on the HiLux’s arch-enemy, the Ranger.
Now Australia’s market leader has given its sales darling, the Toyota HiLux, a significant facelift.
On sale from this week, the updated 2021 Toyota HiLux range boasts improvements inside, outside and under the bonnet, as Toyota seeks to strengthen its best-seller status.
Prices up, equipment too
Entry into the 33-variant 2021 Toyota HiLux range now starts at $23,590 (plus on-road costs), a $1725 increase.
As before, there’s a choice of three body styles (single cab, extra cab and dual-cab), 4×2 and 4×4 configurations and three engines (2.7-litre petrol, 2.4-litre turbo-diesel and 2.8-litre turbo-diesel) and five equipment grades – Workmate, SR, SR5, Rogue and Rugged X.
Read our HiLux pricing story for full details here, but entry into the dual-cab range now starts at $46,790 plus ORCs, while the flagship 4×4 dual-cab SR5 starts at $57,920 (manual), $59,920 (auto – $2680 more than before) and $62,420 in top-shelf SR5+ auto form tested here, adding a powered driver’s seat and heated front seats with leather-accented trim.
Toyota Australia has also revealed the first official images of the range-topping HiLux Rogue and Rugged X models, but their prices, specs and launch date won’t be revealed until later this year.
In equipment terms, all Toyota HiLux models score a new infotainment system with an 8.0-inch touch-screen that includes Apple CarPlay and Android Auto. A volume knob and hard-wired buttons have been introduced for easier navigation of the system.
There’s also a new-look instrument panel, with analogue dials flanking a 4.2-inch LCD info display with digital speedo readout and several other new functions.
Middle to top-spec variants of the HiLux score a new front-end design, punctuated by a larger and more upright chromed trapezoidal grille and revised headlights with new LED DRL signatures
The caveat is that HiLux Workmate variants make do with a carryover design.
Toyota HiLux SR5 extra-cab and dual-cab models gain twin front and quad rear parking sensors and a hill descent control is fitted as standard on all SR5 4×4 variants and SR 4×4 auto dual-cab models, including cab-chassis.
There are number of option packs that buyers can order for HiLux 4×4 SR dual-cab utes, including one that packages 17-inch alloy wheels, satellite navigation and digital (DAB) radio for $2000.
Toyota HiLux 4×4 SR5 dual-cab models can be upgraded with a $2500 pack that adds leather-accented seats, heated and power-adjustable front seats.
Furthermore, there are improved safety systems grouped under the Toyota Safety Sense umbrella which include autonomous emergency braking with day and night vehicle and pedestrian detection plus daytime cyclist detection, high-speed active cruise control and brake-based lane departure assist.
There’s also a road-sign assist function that updates speed limits in real-time and all models now get a reversing camera. Strangely, one of our test vehicles, the 4×4 SR5 dual-cab cab chassis, did not have a camera fitted…
The HiLux is backed by Toyota’s five-year/unlimited kilometre factory warranty.
Buyers also have access to Toyota’s capped price servicing plan, which amounts to $1000 for the first two years of ownership. Another caveat, however: HiLux servicing is still spaced over short six-month/10,000km intervals.
As before, all HiLux models are fitted as standard with a full-size spare wheel.
Related Reading:
Mild-hybrid Toyota HiLux ‘not ruled out’
Toyota HiLux DPF upgrade confirmed
Facelifted Toyota HiLux pricing announced
Fresh Toyota HiLux Rugged X and Rogue utes revealed
Party front, business back
The most meaningful changes to the 2020 HiLux have materialised under the skin.
For 4×4 variants, the HiLux’s 2.8-litre turbo-diesel four-cylinder engine has been massaged to 150kW of power and 500Nm of torque for six-speed automatic models, or 150kW/420Nm in six-speed manual form.
Toyota say the changes have been wrought by a larger, heavy-duty turbocharger with a ball-bearing cartridge, and a new common-rail injection system with a higher maximum fuel pressure of 250 MPa.
The diesel drives via a part-time 4×4 system that includes rear-wheel drive and four-wheel drive high-range and low-range, off-road traction control and a locking rear differential.
Toyota Australia says it has upgraded the diesel-particulate filter (DPF) that is currently at the centre of a class-action legal battle in outgoing HiLux, as well as Fortuner and Prado models fitted with the same 2.8-litre turbo-diesel.
Elsewhere, longer leaf springs are designed to suppress road vibrations, while recalibrated spring rates, shock absorbers, bushes and cabin mounts are designed to improve ride comfort and cabin refinement.
All diesel variants get a new variable-flow control power-steering pump that improves fuel economy while purportedly delivering a more natural driving feel, offering more assistance at lower speeds and a specific off-road mode.
The HiLux SR5 gets 18-inch two-tone machine-finished alloy wheels. All models remain fitted with front disc brakes and drum rear brakes.
In terms of load-carrying, all 4×4 HiLux models now boast a 3500kg braked towing capacity, while 4×2 variants manage between 2500kg and, for diesels, 2800kg.
As before, there are four tie-down points in the tray, which measures 1109mm between the arches – slightly smaller than an Aussie 1165x1165mm pallet.
The 2021 Toyota HiLux 4×4 SR5 double-cab features a payload rating of 995kg in automatic form, while Workmate models offer up to 1260kg of payload capacity.
Overall Gross Combination Mass (GCM) now sits at 5850kg for all 4×4 variants.
For off-roaders, the HiLux has a 700mm water wading depth and 279mm worth of minimum ground clearance.
More tinsel, more substance
The minimal interior changes that Toyota has made to the HiLux interior are certainly welcome – namely, the introduction of a digital speedo (especially in speed-sensitive Victoria) and Apple CarPlay/Android Auto.
The new infotainment screen is also a boon, offering much easier navigation courtesy of its hard-wired button panel and volume knob. Elsewhere, the new driver instrument cluster presents clearer and more legible readouts.
These new additions complement comfortable seats and, in the case of the SR5 double-cab, rear air-vents, and an assortment of power options (240 volt and 2×12-volt outlets, but only one USB port).
However, many of the same bugbears persist in the updated HiLux. Hard-wearing plastics still adorn many of the contact points, for instance, and there are still fabric top-tether points for those regularly planning on fitting a child seat.
As small as these points may seem, existing HiLux owners will appreciate how much they do affect the day-to-day experience.
Hitting the road (and dirt track)
If you were to describe the on-road experience in the updated Toyota HiLux in a word, it would be more ‘polished’.
Toyota’s revisit of the suspension, steering and cabin mounts have cultivated a more refined set of dynamics, especially when unladen.
The retuned power steering system offers easier navigation of car parks and tight spaces, where the HiLux’s 5330mm length and 12.6-metre turning circle are most accentuated.
Meantime, at speed, the steering offers more weighting and feedback than before, while feeling more immune to mid-corner kickback.
Similarly, the HiLux’s ride is more settled over country roads and on flat highway surfaces. It is still afflicted with the tremoring common among all dual-cab utes over sharper imperfections, but to a lesser degree than before. The cabin also does a better job of suppressing road noise and wind noise.
Perhaps the most redeeming feature is the HiLux introduces its newfound suppleness on-road without losing its ingrained load-carrying and off-road abilities.
With a 500kg load on board, the ride remains controlled and surefooted. Meanwhile, the addition of a hill descent control feature merely bolsters the HiLux’s significant off-road abilities.
As for updates to the HiLux’s 1GD 2.8-litre diesel engine, we reckon it was pretty hard to spot the difference in isolation.
As before, the HiLux builds speed progressively and audibly, with an ever-present oil-burning soundtrack. It’s a solid rather than inspiring performer, especially in the company of Volkswagen’s V6 Amarok or any Ford Ranger.
Toyota says the maximum torque figure of 500Nm is now available across a wider bandwidth of 1600-2800rpm (manual: 420Nm over 1400-3400rpm). In earnest, you’d probably need to drive the old and new models back to back to feel the difference; as ever, there’s a 2045kg mass at contend with.
We didn’t get to drive the six-speed manual, but the optional six-speed automatic transmission offers neat, nicely timed shifts, and will kick down gears under braking as desired.
Hitting the power button on the centre console also means shorter gears are held longer, which aids acceleration. Go for the Eco mode and everything becomes a bit stodgy.
The updated Toyota HiLux engine happily spins at 2000rpm at highway speed and is happy to break out in song on long inclines to maintain momentum, reaching peak power from a fairly lofty (for a diesel) 3400rpm.
Across all conditions, we averaged 10.2L/100km.
On highways and heavily corrugated dirt roads, the HiLux impresses with its stability and composure. There’s very little that will catch it out, such is the effectiveness of the electronics and robustness of the chassis.
The verdict on new HiLux
The changes to the 2021 Toyota HiLux are welcome and, if anything, probably should have been introduced with the current eighth-generation first launched back in 2015.
In any case, the updates give the HiLux a renewed shot at its competition.
Within months, about half of the dual-cab ute segment will have been overhauled or facelifted, ahead of all-new Ford, Volkswagen and Mitsubishi models within two years, meaning Toyota’s sales darling definitely has its work cut out.
How much does the 2020 Toyota HiLux SR5 dual-cab 4×4 cost?
Price: $62,420 (plus on-road costs)
Available: Now
Engine: 2.8-litre four-cylinder turbo-diesel
Output: 150kW/500Nm (manual 420Nm)
Transmission: Six-speed automatic
Fuel: 8.1L/100km (ADR Combined)
CO2: 212g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2019)