Toyota HiLux 2024 review: GR Sport - off-road test

Toyota’s new HiLux variant is the biggest, meanest, most powerful diesel version ever delivered from the factory. It was developed primarily in Australia and manages to come in at a more affordable price-point than Ford’s new Ranger Raptor.

It’s the HiLux GR Sport, the new halo variant for the HiLux range, and while it might catch your eye immediately thanks to its aggressive Dakar-inspired styling - in an environment with more factory-backed off-road modified utes than ever before - can this HiLux possibly live up to expectations?

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We drove it at its Australian launch on- and off-road to find out if it has the same tough off-highway prowess which has made utes like the Ranger Raptor, Mitsubishi Triton Xtreme and Nissan Navara Pro-4X such hits.

Price and features – Does it represent good value for the price? What features does it come with?

Before we get into the meat of it, let’s talk price. This is now the most expensive HiLux you can buy, and yet it isn’t quite a full-fat GR in the same vein as a GR Corolla or GR Yaris.

To do so, it would need to come with a massive boost in power, but instead this HiLux goes in a different direction.

Positioned by the brand as a more hardcore off-road alternative to the previous top-spec Rogue, the HiLux GR Sport costs $73,990, before on-road costs.

You might note that this is significantly cheaper than what might appear to be its most natural rival, the Ranger Raptor ($87,990), but it’s not quite in the same performance territory.

Does this leave room above for a full-fat GR? Perhaps. Toyota said no such truck is in the works, though, so I wouldn’t hold your breath.

Positioned by the brand as a more hardcore off-road alternative to the previous top-spec Rogue, the HiLux GR Sport costs ,990, before on-road costs. (Image: Tom White)

To disappoint further, the GR Sport doesn’t pack a different engine. Instead it persists with a re-tuned version of the existing 2.8-litre four-cylinder unit from the rest of the range.

We’ll cover the details on that later, but your additional money is instead mostly going towards modifications, visible and more subtle, to improve the HiLux’s performance, mainly when you venture off the tarmac.

The biggest changes are to the suspension. It gets the same wider track as the Rogue, but also a 15mm lift and larger KYB monotube shock absorbers.

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There’s a set of off-road ready 17-inch alloy wheels, disc brakes all around, and a boost to axle articulation thanks to the removal of the rear sway bar.

Other upgrades extend to the underbody, including what Toyota calls ‘Dakar-inspired’ skid plates (consisting of 4.0mm thick pressed aluminium), heavy duty rock rails with side steps (made of 2.0mm thick steel), said to be able to hold the fully laden weight of the car, and the addition of rear (20mm thick steel) recovery points.

There’s a set of off-road ready 17-inch alloy wheels. (Image: Tom White)

To facilitate its additional width, there are, of course, the hard-to-miss body modifications, including massive plastic over fenders, and a completely new face with a big open grille (good luck cleaning bugs out of your radiator) and trendy TOYOTA typeface across the top.

The extra width in the bumper also includes functional air vents to push air around the car and reduce drag.

The brand says these modifications are part of the GR Sport’s Dakar DNA allowing it to be “high and light” - and there's a local touch. The new look was developed in Melbourne.

Around the back there are less significant changes. Toyota says it has intentionally left the tray free of a sports bar or other modifications as it keeps the weight and price of the vehicle down, while understanding that most buyers will want to add their own modifications, anyway.

Toyota says it has intentionally left the tray free of a sports bar or other modifications as it keeps the weight and price of the vehicle down, while understanding that most buyers will want to add their own modifications, anyway. (Image: Tom White)

Regardless, the tow kit with wiring harness is standard, as is a GR Sport themed tub liner.

If you’re worried about a wait-list, as there has been for other popular Toyotas, the brand certainly isn’t, proclaiming it has the ability to build some 3500 units a year.

What don’t you get? Aside from some GR Sport seats (in a synthetic suede/leather combination) and a slightly tweaked wheel, there’s little extra going on inside, and while engine outputs have been boosted by about 10 per cent, it’s hardly a big turbo V6.

Raptor rival then, this isn’t, more in the vein of the Mitsubishi Triton Xtreme or Navara Pro-4X, as is reflected in its price.

Design - Is there anything interesting about its design?

It’s ugly but in the best possible way. All the hodge-podge aggression of the Dakar HiLux which inspired the GR Sport is well communicated, and packaged up into something as ready for the road as it is climbing rocks or powering through sand.

Up front, detailing in the grille isn’t just limited to the Toyota typeface or contrast black aesthetic, but upon closer inspection you’ll see the grille elements are little ‘G’ shapes, for ‘GR’.

Below, the bash-plate has also been designed with the same look and feel as the Dakar truck which inspired it, and the functional bumper piece accentuates the additional width.

Down the side, the GR Sport has an almost Coke bottle shape, as it retains its standard width between the flared arches front and rear.

To facilitate its additional width, there are, of course, the hard-to-miss body modifications, including massive plastic over fenders, and a completely new face with a big open grille and trendy TOYOTA typeface across the top. (Image: Tom White)

The side-rails give it a utilitarian feel, while the rear is minimalist with the absence of a sports bar or additional garnish.

If anything, the wheel and tyre package looks a tad too small for the now massive arches.

The interior may come as a disappointment, as little has changed. The seats look the part, stitched with GR logos and the sub-brand's familiar suede finish, although this doesn’t extend to the silver garnish pieces which appear in the Corolla, Supra and Yaris.

The steering wheel has received a GR-themed overhaul with leather cladding. (Image: Tom White)

Similarly, the steering wheel has received a GR-themed overhaul with leather cladding, the instrument cluster has been tweaked with a silver theme, and the headlining is black.

The HiLux’s interior is feeling a bit old by modern ute standards. Especially since more recent arrivals in this space, like the Amarok, Ranger, incoming new Triton, and even D-Max feel fresher.

The overall vibe is more function-over-form, and there’s something to be said for that. It doesn’t exactly revolutionise the HiLux formula, so if you didn’t like the look before this rally-truck version might not appeal to you as much as the more refined Americanised Ranger, for example.

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Practicality – How practical is its space and tech inside?

Practicality is the name of the game here when it comes to clearances and the design of the body. The HiLux GR Sport has a 30-degree approach angle, a 23-degree departure angle and 265mm of ground clearance to go with its 15mm raise.

Other benefits include enhanced underbody protection in the event that you manage to find ruts deep enough to bottom out on, and the side-rails will help protect the body when dealing with hairy conditions off-road.

It’s a good deal that the tow gear comes standard, and while the tray seems pretty bare, the lack of a sports bar improves rear visibility. The tray is standard HiLux fare.

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The cabin is much the same. There’s a bottle holder and map pocket in the door, dual bottle holders in the centre console and a tray under the climate controls.

There’s no wireless charger, but physical controls are maintained for all the climate functions, as well as a volume dial and shortcut buttons for the now small-looking 8.0-inch multimedia touchscreen. It might not be the most modern cabin, but it is easy to operate.

Additional storage is provided by an armrest console box, and split glove box fittings on the passenger side. The seats are comfortable, and the additional bolstering on the GR Sport versions are welcome for cornering and off-road activities.

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Entry is more difficult than other HiLux variants thanks to the additional ride height, and the side-steps above the rails are annoyingly narrow and close to the body, making it hard to put your bodyweight on them without slipping.

The rear seat is far from the best-in-class. Behind my own driving position at 182cm tall I had a tiny amount of airspace for my knees, and the black theme makes it feel a bit claustrophobic.

Headroom is decent, and there’s an abundance of hooks (on the backs of the front seats and in the roof) as well as handy grabs for helping yourself up into the cab.

There are dual adjustable air vents, and pockets on the backs of both seats, but no power outlets for rear passengers. The seat bases can be folded up to open the space up for cargo, or alternatively the seat backs can be folded down.

The most impressive trait for the GR specifically, though, is the untarnished capacities. Towing - a key draw for the HiLux at any time - remains at the full 3500kg braked capacity, while the payload comes in at 780kg.

Under the bonnet – What are the key stats for its engine and transmission?

No big six-cylinder or multiple turbo set-up here, just the same old '1GD' series 2.8-litre four-cylinder turbo-diesel engine from the rest of the HiLux range.

For the GR Sport, though, this trusty unit has received an ECU re-map, boosting outputs ever so slightly to 165kW/550Nm (from 150kW/500Nm).

For the GR Sport, though, this trusty unit has received an ECU re-map, boosting outputs ever so slightly to 165kW/550Nm (from 150kW/500Nm). (Image: Tom White)

It makes a meaningful difference from behind the wheel, as the higher peak power and torque numbers arrive at the same engine speeds as in the non-GR HiLux. That is, quite low in the rev range. More on that in the driving section.

Efficiency – What is its fuel consumption? What is its driving range?

The HiLux GR Sport has a combined cycle fuel consumption figure of 8.1L/100km, an improvement over the Rogue’s 8.4L/100km, perhaps speaking to the GR Sport’s improved front bumper design.

Our brief test across several vehicles in adverse conditions during the launch was hardly a fair scenario from which to pull an as-tested fuel number, so it’s probably better to check back once we get the GR Sport on a longer test for a more accurate look at what you might see in the real world.

The HiLux has an 80-litre fuel tank giving the GR Sport a theoretical 988km cruising range.

Driving – What's it like to drive?

The HiLux GR Sport should be all about the drive. Significant modifications to the suspension and the bump in power should improve things all around but do they solve some of our qualms with the existing HiLux range?

The additional ride height and width are immediately noticeable. I felt as though I was peering down on the road from a perch in the HiLux’s driving position, and the width is communicated through the weight of the steering and the hints of overfender which can be noticed out of the corner of your eye.

While its footprint is certainly noticeable, visibility is also good courtesy of big wing mirrors and the lack of a sports bar over the rear.

This helps around town and when you need to peer out when making sure your wheels are pointing exactly where you need them to on the rough stuff.

The extra power is more noticeable than expected. Maybe a little too noticeable.

A solid press of the accelerator pedal produces a moment of lag, and then enough of the stated power arriving suddenly to make the rear wheels skid about on tarmac and gravel.

The additional ride height and width are immediately noticeable. (Image: Tom White)

Even when driving light on the throttle the inside rear wheel will produce a bit of tyre torture noise at junctions.

While the extra jolt removes any impression that the HiLux is underpowered, it’s still no 0-100km/h hero in the same way its six-cylinder rivals are.

At the end of the day the 2.8-litre four is an industrial unit better suited to dealing with loads or clambering off-road than it is on the tarmac. Above 3000rpm it’s noisy, and the impression of speed drops off fairly quickly once you get past the initial surge.

It’s a heap of fun in a wily and slightly unrefined manner, but it’s no rival to the likes of the Ranger Raptor on the tarmac. Where this new HiLux shines is when you get it off the road.

We had the chance to drive the GR Sport at a 4x4 park where we were able to test things like axle articulation, how the engine and traction systems behave in high-load or low-grip scenarios, as well as wading depth and driving over crests to test the approach and departure angles.

A solid press of the accelerator pedal produces a moment of lag, and then enough of the stated power arriving suddenly to make the rear wheels skid about on tarmac and gravel. (Image: Tom White)

Here’s where the GR Sport really comes into its own. The already renowned traction control system, which allows seemingly exactly the right amount of play and slip is now matched by sufficient articulation in the rear axle, allowing plenty of traction surface even when the body is all twisted in ruts.

Naturally, this boosts how far and how easily you’ll get this car on the rough stuff, but it also feels more secure with minimal scraping or bottoming-out.

It feels more capable than ever, but some less appealing aspects of the drive experience remain. For example, I really appreciate the extra side bolstering in the GR Sport seats, because the suspension still manages to throw you about a lot with its stiff secondary characteristics when driving in rough, varied terrain.

While you may have hoped the HiLux’s unpleasant on-road ride might have been ironed out by the changes to the suspension, sadly this isn’t the case.

Above 3000rpm it’s noisy, and the impression of speed drops off fairly quickly once you get past the initial surge. (Image: Tom White)

Even with a change in shock absorbers and the removal of the sway bar, the HiLux still has a constantly busy, jiggly ride, with an extra firmness over the rear which makes it extra unpleasant for passengers in the back.

Somehow, the ride is at its best on a surface like gravel, where the improved shocks have had a notable impact on filtering out the texture of the road, and the more aggressive tyre package improves grip.

Still, when you come across corrugations, the truck requires constant steering input and careful accelerator management to keep things tidy.

The Ranger Raptor, meanwhile, glides over such surfaces with incredible grace, while lower-spec and more price competitive versions are more SUV-like in the cabin, hiding their ladder-frame underpinnings.

Ultimately, the HiLux GR Sport is impressive. There’s more performance on offer here as the GR badge suggests, but you need to be aware of this HiLux's primarily purpose - venturing off the tarmac.

Warranty & Safety Rating

Basic Warranty

5 years/unlimited km warranty

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ANCAP Safety Rating

Safety – What safety equipment is fitted? What is its safety rating?

The GR Sport has the same level of safety equipment as the Rogue. This includes auto emergency braking, lane keep assist, blind-spot monitoring, and adaptive cruise control.

There are also seven airbags. While the HiLux range was rated a maximum five ANCAP stars in 2019, this rating excludes the GR Sport.

Ownership – What warranty is offered? What are its service intervals? What are its running costs?

The HiLux is covered by Toyota’s standard five-year and unlimited kilometre warranty, although this can be extended out to seven years for the drivetrain if the ute is serviced to Toyota’s regimen.

On the topic of service regimen, the HiLux is a bit annoying, because it needs to be serviced once every six months or 10,000km, twice as often as many of its contemporaries.

Each six-monthly visit is fixed for the first three years at just $290, although the frequency does make this number add up.

Pricing & Specs Insurance Quote

Verdict

Pricing Guides

$69,685

Price is based on the Manufacturer's Suggested Retail Price for the lowest priced Toyota HiLux 2024 variant.

LOWEST PRICE

$26,475

HIGHEST PRICE

$75,310

See all Toyota HiLux pricing & specs