Next-gen 2025 Toyota HiLux takes shape
Ford Ranger-fighting Toyota ute channels Tundra and LandCruiser design; will deploy diesel hybrid tech too
UPDATED 12/11/2022 8:00am: This article was updated to include new 2025 Toyota HiLux renders featuring the brand’s updated design language courtesy of KDesign.
ORIGINAL ARTICLE PUBLISHED 01/11/2022: To call the next-generation Toyota HiLux a ‘crucial’ vehicle for the Japanese brand would be an understatement of colossal proportions.
Sold in 140 countries, the current Toyota HiLux is the number one selling new vehicle in more than a dozen markets – including South Africa, Argentina and Australia – and its replacement is gearing up for an all-out assault on its arch-rival, the just-renewed Ford Ranger.
While the exterior design is still yet to be seen, spied or even leaked, carsales understands that Toyota Australia’s role will be significant in this respect, given the last major facelift was designed by Toyota Australia’s talented design squad and has been very well-received globally.
As these unofficial renders from DigiMods Design and KDesign suggests, the all-new 2024 Toyota HiLux is expected to steal a few design cues from the new Toyota Tundra, which is itself almost certain to be sold in Australia from 2024.
The big, butch grille has rumblings of the full-size Tundra pick-up, while the LED headlight clusters are a much sleeker proposition. At the rear, the vertically-aligned LED tail-lights have a bit of Kia Sorento about them but suit the new HiLux, which will be bigger and more powerful than the current model.
Leveraging an all-new platform based on the same TNGA-F ladder-frame architecture that underpins the Toyota Tundra, Toyota LandCruiser 300 Series and the next Prado that’s set to launch around the same time, the ninth-generation HiLux will have to be very special to set a new yardstick in the ultra-competitive (and increasingly crowded) ute segment.
Indeed, the new V6-powered Ford Ranger continues to cement its position as the benchmark ute in the segment, smashing all rivals in our most recent Best Dual-Cab 4×4 Ute mega-test, and with its all-new Amarok cousin arriving early in 2023 and the next Mitsubishi Triton set to launch in late 2023, the new HiLux will need to be an incredibly accomplished ute just to keep up.
Big and bigger: Toyota Tundra and Toyota HiLux 2014
It’s more than twice the price but is Toyota’s flash, US-built Tundra twice as good as the humble HiLux?
The Toyota HiLux has been Australia’s favourite ute for years, but how does it fare against its larger Yankee cousin, the Tundra?
To find out, we drove a top-spec 4×4 dual cab SR5 HiLux back-to-back with a just imported, range-topping Toyota Tundra CrewMax Platinum.
The Tundra is not sold in Australia by its parent company, instead it is available as a ‘grey’ import from Queensland-based company, Performax. The specialist re-manufacturer has a history of importing and converting cars and commercial vehicles from Stateside.
In the case of the Tundra, the left-to-right conversion of the beefy American pick-up is neat and tidy and complies with all relevant Australian laws.
The Tundra we drove was the latest, 2014 model boasting various exterior and interior revisions to a now seven-year-old model. The nine-year young HiLux has a new five-speed auto transmission among other interior and equipment upgrades as part of a minor 2014 facelift.
Parked together, the Tundra dwarfs the HiLux. About the same size as its main US-market rival, the Ford F-150, the Tundra is 462mm longer, 162mm wider, 45mm taller, and has a 557mm longer wheelbase than the Thai-built ute.
The Tundra’s in-your-face styling also commands more attention, with its huge, bluff, grilled-dominated front end, chrome-look side steps, mirrors and handles, LED running lights, dark tinted windows, 20in alloys and side-exiting exhaust.
The ‘sportiest’ HiLux does its best to keep up with running boards, chrome mirrors and handles and shiny sports bar, fog lights, bonnet scoop and bolt-on flares, to accentuate the smaller 17in alloys. Both roll on Bridgestone Dueler highway tyres, albeit different sizes, and have full-size spares.
Both also offer four-door, five-seat configurations, but that’s about where the similarities end. Using an airline analogy, Tundra occupants enjoy first class travel whereas HiLux passengers are back in ‘cattle class’.
More befitting an prestige SUV, the top-spec Tundra’s equipment list extends to such luxuries as heated electric side mirrors, electric moon-roof and rear window, dual-zone climate control, premium JBL sound system with Bluetooth and voice control, remote keyless entry, and memory function for seats and mirrors.
The HiLux’s standard kit pales in comparison, but isn’t too bad for a workhorse. Recently it’s been boosted with the addition of a reversing camera.
The local ute also has climate control, albeit without rear vents. But the infotainment system is less sophisticated and has a smaller touchscreen, the trip computer is more simplistic, and the six-speaker audio relatively tinny compared to the Tundra’s thumping system.
Where the HiLux gets one back is in having sat nav that actually works — the Tundra’s GPS doesn’t currently function in Australia. The US truck also loses points with a foot-operated park brake.
In stark contrast to the HiLux’s sombre, utilitarian treatment, the Tundra’s cabin presents a much classier look, with the HiLux’s predominately hard plastics replaced by better materials and finishes including chrome and gloss highlights and leather on the dash.
The leather and carpet in the Tundra are also a bit more special with various patterns and perforations and chrome ‘Platinum’ badging decorating the plush leather seats. The Tundra also gets textured knobs and a nicer, grippier multi-function leather steering wheel.
Tundra’s front occupants are also treated to super-sized and super-comfy ‘captains’ chairs, heated and ventilated with 12-way electrical adjustment and memory functions. The more modest HiLux pews can only be adjusted manually six-ways.
As a result it’s easier to get the perfect driving position in the Tundra, particularly with its two-way electric adjustment of the steering wheel (the HiLux’s only has up/down manual adjustment).
There’s also noticeably more stretching room in the Tundra’s palatial ‘CrewMax’ cabin, particularly in the rear seats where Holden Statesman-like legroom and the extra width means three NBL basketballers could easily fit without bumping shoulders.
While the HiLux offers similar headroom, it’s more of a squash for three adults back there.
Getting in to the Tundra is easier too with massive rear doors that open almost to 90 degrees, and like the HiLux it has numerous grab handles and ‘theatre’ style seating for excellent views out.
The Tundra’s rear seats also split 60:40, and flip up to create extra storage room if required, while the HiLux has more conventional fixed rear seat. Tundra extends its lead in the storage battle with a bucket-sized centre console bin and huge side door pockets, and 12 cup and drink holders (the HiLux makes do with just four).
You’ll fit much more in the Tundra’s tray too; it’s 147mm longer, 95mm wider and 105mm higher than the HiLux’s. However, the Tundra’s 641kg maximum payload is well short of the HiLux’s 835kg. Gross Combined Mass (GCM) of the Tundra is 7270kg with the HiLux at 5280kg.
The Tundra’s tray is however better finished and equipped, with a full tub liner and Navara-style rail system with four-adjustable tie-down cleats along with four fixed tie-down hooks plus a ‘work’ light with a switch on the dash.
The HiLux’s painted tray makes do with four tie-down hooks and removable, rubber ute base liner.
Other US truck party tricks are a soft-opening, strut-assisted tailgate, and a powered rear window that opens fully at the flick of a switch for flow-through cabin ventilation.
Not surprisingly, the Tundra trumps the HiLux with its superior towing capability – 4.3 versus the HiLux’s 2.5 tonne. The American pick-up also comes equipped with a tow pack, as well as Trailer Sway Control and a Tow transmission mode.
HITTING THE ROAD
The differences between the two are further highlighted on road, where the Tundra impresses with its thunderous, straight line performance and cossetting ride as opposed to the HiLux’s relaxed, no-fuss workhorse vibe.
Tundra’s rorty 5.7-litre, V8 petrol engine produces 284kW at 5600rpm and 543Nm at 3600rpm and in combination with a six-speed auto rockets the Tundra towards the horizon in a manner faster than its sub-10 sec 0-100km/h time and hefty 2658kg bulk would suggest.
Not surprisingly, the DOHC 32 valve V8 revs harder and responds quicker than the under-stressed 3.0-litre, four-cylinder turbo-diesel unit in the HiLux. With four less cylinders that puts out a relatively lazy 126kW at 3600rpm and 343Nm between 1400-3400rpm.
The Tundra’s engine is almost silent at idle and only gets raucous above 4000rpm, as opposed to the almost constant diesel chatter across the rev range in the HiLux.
Making do with a five-speed auto, the gutsy HiLux struggles more up hills compared to the tarmac-tearing Tundra. But while more fun to drive, the 713kg heavier Tundra is also more of a handful on the road, taking up all of your lane and requiring three or even five-point turns where the HiLux executes a simple U-turn.
Cornering is LandCruiser 200 Series-like, although perhaps not quite as sharp with the US ute’s leaf sprung rear suspension. While okay in sweepers, it struggled to keep up with the more nimble HiLux on twisty roads, being more inclined to understeer although it did punch harder out of corners.
It would definitely be more of a headache driving and parking the Tundra in busy towns or cities, although the reverse camera and parking sensors go some way to relieving stress when backing up.
However, the Tundra is much quieter inside and proved more relaxed on the freeway as it settled around 1500rpm.
Both rode well over graded dirt roads, although HiLux’s softer, long travel suspension (they share a similar double wishbone/ leaf spring set-up) gave it an edge in the real bumpy stuff with more initial harshness from the Tundra over potholes. That said, the HiLux felt more fidgety in the rear, with the Tundra’s weight and longer wheelbase helping smooth out the ride with an empty tray.
Although we didn’t do a proper off-road test, the HiLux appears to have the edge as a bush basher. Both come with part-time 4WD systems including low-range gearing (the Tundra gets a more user-friendly dial compared to the HiLux’s separate lever) but the HiLux has a better turning circle, shorter wheelbase and superior approach/departure angles (30/23 degrees versus Tundra’s 26/21). It has less ground clearance though; 210mm versus Tundra’s 265mm.
Not surprisingly, the lower-revving and lighter (1945kg kerb weight) HiLux is more economical, with average figures during our test of 9.1L/100m (Hilux) and 13.5L/100km (Tundra).
But where the HiLux would be expected to return less than 20L/100km during heavy-duty towing, hitching up a 3.5 tonne-plus trailer to the Tundra could boost consumption as high as 30L/100km, according to Performax. A good thing then Tundra has a bigger 100 litre fuel tank (and runs on cheaper 91 ULP) compared to the HiLux’s 76 litre tank.
Safety wise, both utes come with all expected items including electronic stability control, traction control, and anti-lock brakes with brake assist. However, the Tundra also has ‘smart stop’ technology, disc brakes all-round (HiLux gets rear drums), and two more airbags than the HiLux. It’s also loaded with more active safety tech including traffic monitoring systems like Blind Spot Monitor with Rear Cross-Traffic Alert, and a tyre pressure monitor system.
Performax provides the Tundra with a factory-like four-year/120,000km warranty (compared to the HiLux’s three year/100,00km warranty). Sharing some common mechanical parts with the locally-available Lexus LX570 wagon should provide further peace of mind to Tundra owners when it comes to servicing and repairs.
Build quality and fit and finish of the right-hand drive converted Tundra also appeared up to factory standards, although we did experience a minor rattle from somewhere in the dash in our test vehicle.
However, perhaps the starkest difference between the two is pricing. The bright red SR5 tested costs $54,490 plus on-road costs — less than half the Tundra Platinum ($118,990 plus on-roads).
As a result, the low-volume Tundra is unlikely to make any dent whatsoever in HiLux sales Down Under. Instead, its main targets are those looking for a serious tow vehicle or LandCruiser-style ute.
2014 Toyota Tundra CrewMax Platinum: