Toyota HiLux vs Isuzu NLR

What's the difference?

Given the current HiLux generation is in its eighth year in local showrooms, it's becoming harder for Toyota to create a new flagship that looks and feels like one, regardless of how large its wheel-arch extensions may be or how many GR Sport logos it displays. 

Although 'inspired' by off-road racing, the GR Sport falls short of being a genuine Raptor rival, as Toyota has predictably drawn a line in the sand in terms of how far it's prepared to go with in-ya-face modifications without sacrificing the HiLux's core load-hauling capabilities.
 
But the GR Sport is also much more affordable than a Raptor, so it's more a Wildtrak X rival. And in that sub-flagship context, it's likely to have considerable appeal for those wanting a HiLux that combines Dakar-winning looks with solid workhorse practicality.

Work out the weight of all the tools, equipment, materials, crew and (if applicable) trailer that you need to haul around each day and measure it against this truck’s formidable GVM and GCM ratings. When combined with its compact dimensions, robust design and build quality, solid warranty and ready-to-work pricing, you may find it’s hard to beat if you’re prepared to think outside the square on what a single cab-chassis ute can look like.

The GR Sport shares the Rogue's 15mm increase in ride height and significant increases in track width over the standard HiLux, with the front wheels being 135mm further apart while the rears have an extra 155mm between them.

However, the GR Sport is equipped with unique KYB monotube shock absorbers tuned specifically for this application and the rear anti-sway bar has also been removed to provide increased suspension travel in the rough stuff.

The GR Sport also brings enhanced braking performance with ventilated 338mm front and 312mm solid rear disc brakes, complete with red-painted calipers displaying GR logos.

Our only criticism of this suspension package is that the 265/65 tyres look too small, given the increased ride height and elaborate wheel-arch extensions designed to house them.

A larger and meatier tyre package, like the Raptor's more aggressive 285/70 rubber, would better fill those cavernous wheel housings and provide less of a 'tippy-toe' appearance.

There are large assist-handles on the A and B pillars and the rock-rails have integral steps to assist occupants when climbing aboard.

However, like all HiLux dual cabs, the rear seating is notoriously tight for tall people like me (186cm) because with the driver's seat in my position, my knees are pressed firmly into its backrest and my head is rubbing on the roof lining.

It's even tighter in the slightly higher centre rear seat, particularly with adults either side.

This vehicle looks compact in comparison to a one-tonne ute - and the tape measure confirms it. Compared to a Ranger 4x4 dual cab ute for example, its 5020mm overall length is a surprising 339mm shorter, its 2490mm wheelbase is 730mm less and its 1855mm width is line-ball.

The Isuzu’s 2172mm height is 357mm taller, which could present a challenge if access to underground or multi-storey carparks is required. However, its remarkably small 8.7-metre turning circle is a whole 4.0 metres tighter than the Ranger, so it's highly maneuverable.

Built on a heavy-duty steel ladder-frame chassis, it has independent wishbone/coil spring front suspension, a leaf-spring live rear axle, power-assisted rack and pinion steering and four-wheel disc brakes. It also runs a 24-volt electrical system with twin batteries.

The single cab provides fabric-trimmed seating for up to three (driver bucket, passenger bench) but our test vehicle was fitted with seat covers from the Isuzu accessories range. With torsion bar assistance, the cab can be easily tilted forward to rest at a 45-degree angle and provide full access to the engine.

The service body, which is a blend of lightweight aluminium and steel, has a tough powder-coated finish. It comprises a large main storage compartment with big gull-wing doors on each side, plus a compact rear tray with checker-plate floor, drop-sides and load anchorage points. There are also rear underbody storage boxes on each side, plus sturdy body-mounted roof racks, safety yellow non-slip steps and sturdy grab handles front and rear.

The GR Sport is not only the most expensive HiLux; its 2270kg kerb weight also makes it the heaviest model in the fleet.

It shares the Rogue's 3050kg GVM and 780kg payload ratings, with the latter being 160kg less than a 'narrow-track' SR5 equivalent.

The GR Sport is also rated to tow up to 3500kg of braked trailer but with its 5850kg GCM rating (or how much it can legally carry and tow at the same time) that leaves a payload limit of only 80kg. And that would only allow for a driver - and not a large one at that.

Fact is, not many (if any) GR Sport owners would need to tow 3.5 tonnes, but it's important to be mindful of these figures if you do.

The unlined load tub is 1570mm long, 1645mm wide and 495mm deep, so the thickness of the GR Sport's drop-in composite liner slightly reduces each of these dimensions.

With 1105mm between the wheel housings, it can't fit a standard 1165mm-square Aussie pallet, but will take a Euro. There are four load-anchorage points and the hefty tailgate has no lower/raise assistance.

Cabin storage starts with a large bottle holder and narrow bin in each front door, plus an overhead glasses holder, upper and lower glove boxes (with the upper having access to air-con) and pop-out cupholders on either side of the dash.

The centre console offers open storage up front, two small bottle/cupholders in the centre and a small lidded box at the back, with a padded and contoured lid that doubles as an elbow rest.

Rear passengers get a bottle holder and bin in each door, pockets on each front seat backrest and a fold-down centre armrest with two more cupholders.

The 60/40-split seat bases can swing up and be stored vertically if more internal cargo space if required. This also reveals two handy underfloor storage compartments.

With a hefty 2825kg tare weight and 4500kg GVM, the Isuzu has a big 1675kg payload rating. It’s also rated to tow up to 4000kg of braked trailer and with its sizeable 8000kg GCM, it can legally tow that weight with a 500kg reduction in payload. Or you can cap the towing weight at 3500kg and keep the full payload. Either way, these are substantial GVM and GCM ratings for any number of working roles.

In terms of cabin storage, there’s no glove box but both doors have narrow storage bins and there are overhead shelves with restraint netting to keep loose items in check. There’s also a pop-out dual bottle/cup holder in the centre dash along with two small storage nooks, but more places to store things would be welcome in this space.

Our test vehicle, to use its full model name, is the NLR 45-150 SWB AMT Servicepack X. It’s the most compact model in the N-Series range and as a result is similar (and in some cases much smaller) in key dimensions to a one-tonne ute. It only comes in one specification with 3.0-litre turbo-diesel, six-speed automated manual transmission (we’ll get to that) and dual-rear wheels, for a list price of $87,789.

In addition to its service body, this hard-worker comes standard with half a dozen 16-inch steel wheels, 195/75R16C Michelin tyres and a full-size spare. The single cab is well-equipped with useful features like keyless entry with central locking of cab and service body, big door mirrors with power adjustment, heating and lower wide-angle view, driver’s bucket seat with mechanical suspension and weight adjustment up to 130kg, two-way adjustable steering column, cruise control and bright LED interior lighting. Also standard is a 4000kg-rated tow-bar, reversing camera, loud reversing alarm and door-mounted cornering lamps.

There’s also an infotainment system with smallish 6.2-inch control screen and DAB+ radio. Even though there’s no Apple CarPlay or Android Auto, it has multiple connectivity including internet radio via smartphone, external camera inputs, navigation, reversing sensors and tyre pressure monitoring. The driver also gets a multi-information display and there’s plenty of the latest safety tech headlined by AEB.

There's still some fight left in Toyota's Euro 5-compliant 2.8-litre four-cylinder turbo-diesel, given Toyota engineers have squeezed an extra 15kW and 50Nm from it via ECU tweaks to turbocharger and fuel injection calibrations.

This 10 per cent increase in power and torque makes the GR Sport the most powerful diesel HiLux ever, with 165kW at 3000rpm and a sizeable 550Nm available between 1600-2800rpm.

The smooth-shifting six-speed torque converter automatic has also been recalibrated to optimise the engine's increased outputs, with faster shifting and a more direct and responsive feel in auto mode and when sequential manual-shifting, using the steering wheel-mounted paddles.

Economical highway cruising is assured with overdrive on fifth and sixth gears and there's part-time, dual-range 4x4 with a switchable rear diff-lock.

Isuzu’s 4JJ1-TCS 3.0-litre four-cylinder turbo-diesel is closely related to the 4JJ3-TCX in the current D-Max ute and MU-X wagon. Tuned for hard work and long life, it produces 110kW at 2800rpm and 375Nm across a 1200rpm-wide torque band between 1600-2800rpm. It’s also equipped with a vacuum-controlled exhaust brake which can be switched on or off.

Isuzu’s MYY-6E is a six-speed fully-automated manual transmission, which may sound like a contradiction in terms, However, like the engine, it's designed for a long service life under continuous heavy loads. It uses an electro/hydraulically controlled wet clutch and lock-up torque converter to provide either fully automatic or clutch-less manual shifting. There’s also slow/fast gear engagement control, first gear start (for heavy loads) and normal or economy drive modes.

A handy power take-off (PTO) facility can drive numerous on-site implements, with drive coming from a counter gear on the left-hand side of the transmission case.

Toyota claims average combined cycle consumption of 8.1L/100km. At the completion of our 317km test, which was a mix of city, suburban and highway driving including our GVM test, our figure based on fuel bowser and tripmeter readings came in at 10.1L/100km.

That's within the usual 2.0-3.0L/100km discrepancy between official figures and real-world numbers and not bad for a high-riding ute weighing more than 2.2 tonnes in mostly urban use.

So, based on our figures, the GR Sport should have a realistic driving range nudging 800km from its 80-litre tank.

Average combined fuel consumption figures are not required for commercial vehicles in this weight division. Even so, the dash display was claiming 13.2L/100km at the end of our 295km test which included about one third of that distance hauling a heavy payload. So, based on those figures you could expect a real-world driving range of around 570km from its 75-litre tank.

The rock-rail steps and handles on the A pillars ease climbing aboard. Although drivers of most widths and lengths can find a comfortable position, a bit more extension for the steering wheel's reach adjustment would be welcome as arms can feel too outstretched for some body types.

On the road the GR Sport feels like a more responsive version of the Rogue, with a well-planted wide-track feel and slightly firmer ride combined with the livelier response of the engine's higher outputs and the transmission's sharper shifting, particularly when using the paddles.

The differences are noticeable, but not substantial. The acceleration from standing starts feels about on par with the Ranger's 2.0-litre Bi-Turbo four.

And although the GR Sport's rear stabiliser bar has been removed to improve rear axle travel off-road, it has also improved rear-wheel traction when cornering, which combined with the engine's higher output contributes to increased low-speed power understeer. This is most noticeable in roundabouts.

Toyota's loyal adherence to hydraulic-assistance for its power steering produces a slightly heavier and more linear feel than the electronically-assisted system preferred by major rivals, which produce more noticeable changes in turning weight between highway and parking bay. However, it does provide good overall feel and response in this application.

The GR Sport is relatively quiet to drive, with low engine and tyre noise and a feeling of rock-solid build quality. It's also a low-stressed highway cruiser, requiring only 1600rpm to maintain 100km/h and barely 1750rpm at 110km/h.

To test its load-carrying ability we forklifted 650kg into the tub which with driver equalled a total payload of 740kg that was only about 40kg under its legal limit.

The rear suspension compressed 40mm, leaving 60mm of bump-stop clearance which was more than ample in avoiding any bottoming-out during our test run.

The higher centre of gravity created by this load was noticeable during cornering, but when driven at sensible speeds the wide-track suspension provided a stable and sure-footed platform on sealed and unsealed roads.

Its 550Nm of torque made light work of our 13 per cent-gradient, 2.0km-long set-climb at 60km/h, self-shifting down to third gear and 2500rpm to effortlessly pull this load to the summit with minimal accelerator pedal. Load-hauling ability has always been a HiLux strength.

Engine-braking on the way down, in a manually-selected second gear, was not as strong but consistent with similar tests conducted with this engine.

The doors open 90 degrees for easy access and there are decent boot-sized steps plus big handles on the windscreen pillars to help you climb aboard.

It’s a different driving position to a ute, as you sit high above the engine with your feet ahead of the front wheels and hands on a bus-style flat steering wheel. There’s also a big left footrest with lots of open floor around it, so there’s ample space to rest your foot given there’s no clutch pedal.

The suspension seat can be easily adjusted to suit a driver’s weight and works well in providing a more comfortable ride. The seat’s base cushion has no rake adjustment but there is some movement available in the backrest. Large glass areas deliver a commanding view ahead and to the sides while the big door mirrors provide excellent coverage of what’s behind. 

Its harsh ride quality when unladen is to be expected as it’s designed to carry permanent payloads between 1.0 and 1.5 tonnes. You do get thrown around, particularly on poor road surfaces with large bumps and dips. However, it’s no worse than the rodeo ride we’ve experienced in some unladen single-cab chassis utes which don’t have the luxury of a suspension seat.

The cab’s insulation ensures low engine and tyre noise, particularly during highway use where the turbo-diesel requires 2200rpm to maintain 100km/h and 2500rpm at 110km/h. The most noticeable noise at these speeds comes from wind buffeting around the mirrors, roof racks etc but it’s far from intolerable, as conversations can still take place at normal volumes.

Braking (particularly when using the exhaust brake) and steering response are good but the automated manual transmission takes some getting used to, as it shifts gears at about the same leisurely speed you would do manually.

These long pauses between cogs can be frustrating when climbing hills, as you naturally want to downshift quicker to avoid losing momentum, but you can’t do it in either automated or manual modes. Isuzu claims that the duration of these automated shifts can be shortened, but after consulting the owner’s manual to make this adjustment, we didn’t notice much if any difference (or perhaps we just didn’t do it correctly).

The engine has good flexibility and does not respond well to aggressive treatment. A more relaxed approach is best, using low rpm to optimise torque.

There’s no ANCAP rating required for vehicles in this weight class. Even so, it does have numerous passive and active safety features including driver and passenger airbags plus advanced driver assistance systems (ADAS) including AEB, forward collision warning, distance warning, lane departure warning, traffic movement warning, cab-tilt warning and more. There’s also a reversing camera, reversing alarm (the loud beep-beep type) and door-mounted cornering lamps.

Toyota covers the HiLux with a five-year/unlimited km warranty which is extended to seven years on engine and driveline.

Scheduled servicing remains conspicuously short at six months/10,000km, whichever occurs first.

Capped-price service pricing of $290 for each of the first six scheduled services works out at $580 per year.

There's a reassuring standard warranty of six years or 250,000km (unlimited operating hours) whichever occurs first. Includes three years/unlimited km coverage for body equipment, plus six years of 24/7 roadside assistance with unlimited km. Scheduled servicing every 15,000km/12 months whichever occurs first. Choice of servicing packages available.