2022 Toyota HiLux vs 2023

What's the difference?

It can easily carry more than a tonne and has excellent crash safety, an ‘unbreakable’ reputation and strong resale value.

So, even with its harsh unladen ride and thirsty petrol engine, this is still a competent ‘work mate’ in every sense.

And for less than $25K is the cheapest entry point to ownership of Australia’s favourite ute, which no doubt has enduring appeal for many.

We’ve tested numerous eighth-gen HiLux utes and they all have excellent heavy load-hauling capabilities. Combined with solid build quality, an ‘unbreakable’ reputation and healthy resale values, it’s not hard to see why the HiLux is so enduringly popular, particularly in more luxurious SR5+ specification like this one. Just make sure you don’t need to carry basketballers in the rear seat. 

The base-grade WorkMate sticks with the original NG HiLux frontal styling rather than the later trapezoidal grille found on higher-grade models, along with hard-wearing black plastic in areas prone to high wear like the front bumper/lower front fascia, door mirrors and handles. Even so, there’s the usual high standard of finish and rock-solid build quality you’d expect in a HiLux.

It may be getting older but it still exudes quality, particularly in terms of overall fit and finish and the understated style of its interior design with a tasteful blend of satin chrome, piano black and contrasting shades of grey trim.

There are large handles on the A and B pillars to assist occupants when climbing aboard. However, the rear seating is notoriously tight for tall people (180cm-plus) but given the HiLux’s enduring popularity we can only assume most owners do not carry tall folks back there often enough for it to be a problem.

For example, I’m 186cm and when sitting in the rear seat, 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 gets worse in the slightly higher centre seat with adults either side of me, which we also tested (well, it is rated to carry up to five occupants). That results in shoulders compressed, my head pressed firmly into the roof lining, my knees squeezed together between the front seat backrests and my feet splayed either side of the transmission tunnel. I hope the next-gen has more rear seat space. 

Single cabs are usually limited for storage options, but Toyota does a good job here with a large-bottle holder and storage bin in each door, pop-out cup/small-bottle holders on each side of the lower dashboard, upper and lower glovebox compartments (the upper not chilled, the lower lockable) and an overhead glasses holder. The centre console has an open storage bin up front, another beside the handbrake and two more cup/small-bottle holders at the rear.

The expansive GPA tray, which internally measures 1777mm wide and 2550mm long, has rattle-free drop-sides, a robust front bulkhead frame/rear window protector, 16 internal load anchorage points and four external rope rails along each underside.

With its 1495kg kerb weight and 2700kg GVM, this WorkMate has a sizeable 1205kg payload rating. The aluminium tray adds 140kg to the kerb weight which reduces the payload by the same amount to 1065kg, but that still makes it a genuine one tonner.

It can also tow up to 2500kg of braked trailer and, typical of Toyota light commercials, its 5200kg GCM means it can legally tow its maximum trailer weight while carrying its maximum payload. That makes it very versatile in tackling a variety of load-hauling tasks.

With its 2110kg kerb weight and 3050kg GVM, the SR5+ has a 940kg payload rating. It also has a class-benchmark 3500kg braked tow rating but to stay below its 5850kg GCM (how much it can legally carry and tow at the same time) while towing that weight, the payload would have to be reduced by a whopping 700kg. And that would leave only 240kg of legal payload capacity, which could be used up by three occupants without luggage.

Alternatively, you could simply lower the trailer weight limit by the same 700kg to 2800kg (which is still a sizeable trailer) and retain the SR5’s maximum payload, which is not only more practical but also safer for towing. Few if any owners would need to tow 3500kg anyway.

The unlined load tub is 1570mm long, 1645mm wide and 495mm deep. 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 but 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 gloveboxes (with the upper having access to air-con) and pop-out cup holders on either side of the dash.

The centre console offers open storage up front, two small-bottle/cup-holders 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 cup-holders. 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.

Our dual-cab ute test vehicle is the popular SR5+ model grade which sits below the wide-track Rogue and premium GR Sport on the HiLux model ladder. 

It’s available only with Toyota’s ubiquitous 2.8-litre four-cylinder turbo-diesel and a choice of six-speed manual or six-speed automatic, like our example, for a list price of $64,430 before on-road costs. 

So, that’s $2500 more than the standard SR5 to add a ‘plus’ symbol to its model name. For that extra spend you get a premium interior package comprising leather-accented upholstery, heated front seats and an eight-way power-adjustable driver’s seat.

And that’s in addition to desirable features included as SR5 standard equipment, starting with 18-inch alloys and 265/60R18 tyres with a full-size alloy spare. There’s also LED headlights/DRLs/fog lights, chrome mirrors/door handles/step-type rear bumper, polished stainless-steel sports bar, privacy glass, side-steps and a shark-fin antenna. The only notable omission here is a protective liner for the load tub.

The well-appointed interior offers keyless entry/start, premium grade steering wheel and gear-knob, dual-zone climate control, air-conditioned cooler box, driver’s 4.2-inch colour multi-info display, one USB-A port, one 220-volt and two 12-volt accessory sockets and more.

The six-speaker infotainment system is controlled by an 8.0-inch touchscreen display which offers multiple connectivity including Apple and Android devices plus DAB+ digital radio. The screen also projects imagery for the reversing camera.

The standard issue 2TR-FE 2.7-litre four-cylinder petrol engine with dual variable valve timing (VVT-i) offers competent performance under heavy loads. However, its maximum power and torque are tapped much higher in the rev range than a diesel equivalent, with 122kW at 5200rpm and a relatively modest 245Nm at 4000rpm.

The manual gearbox is a five-speeder with an overdriven (0.838:1) top gear primarily for highway operation, while its short 4.3:1 first gear and 4.1:1 final-drive combination is ample for getting heavy loads underway from standing starts.

The 1GD-FTV 2.8 litre four-cylinder turbo-diesel produces 150kW at 3000-3400rpm (with auto transmission) and a peak of 500Nm across a 1200rpm-wide torque band between 1600-2800rpm.

The smooth-shifting six-speed torque converter automatic offers three drive modes (Normal/Power/Eco) and the option of sequential manual-shifting, while economical highway cruising is assured with overdrive on fifth and sixth gears. There’s also part-time, dual-range 4x4 and a switchable rear diff-lock.

Toyota claims an official combined figure of 11.1L/100km and the dash display was showing 13.1 at the end of our test which covered 317km, of which about a third was under maximum payload. That was pretty close to our number, calculated from fuel bowser and tripmeter readings, which was slightly better at 12.9L/100km.

Even so, the petrol engine is considerably thirstier than the 2.4 litre turbo-diesel we previously tested in the same vehicle (but no longer available) with the same payload. On that occasion, the diesel returned a much thriftier 8.9L/100km which was a substantial 4.0L/100km less than the petrol. So, based on our figures, you could also expect a correspondingly shorter driving range of around 620km from its 80-litre tank.

Toyota claims an official combined figure of 7.9L/100km but the dash display was claiming 10.3 at the end of our 260km test, of which about one third of that distance was hauling its maximum payload.

Our own figure crunched from fuel bowser and tripmeter readings came in at 9.6 which is excellent single-digit economy during ‘real world’ driving. So, based on our figure, you could expect a lengthy driving range of around 800km from its 80-litre tank.

The stiff rear leaf springs are designed to cope with big loads, so without some decent weight over the rear wheels this vehicle can at times feel like it has zero suspension movement, particularly on corrugated dirt roads and heavily-patched bitumen roads. You can feel every bump as a solid thud through your bum and lower back, which can become tiring after a while.

Even so, the cabin looks good and is reasonably quiet. With the height and reach adjustable steering wheel, most drivers can find a comfortable position despite the seat having no height or rake adjustment and limited backrest angle due to the closeness of the cabin’s rear bulkhead. Although there’s no dedicated left footrest, there’s enough space beside the clutch pedal to stretch your leg.

Steering is nicely weighted, braking is reassuringly strong, clutch pedal pressure is as light as a Corolla’s and the five-speed manual shift action is decisive, although we did find the downshift across the gate from third to second a bit notchy at times and hesitant to engage.

As previously mentioned, the 2.7 litre petrol engine needs higher rpm than a diesel to access its peak performance, so its relatively short overdrive on fifth gear is consistent with this requirement during highway use. However, thanks to dual variable valve timing, it does offer greater flexibility and pulling performance at lower revs than you might expect.

So, as a daily driver our only major gripe is the harsh ride quality without a load. We also noted that excessive play in the handbrake lever when not engaged would trigger the handbrake warning alarm over larger bumps, which occurred quite often.

Given its cosy cabin feel, the SR5 is surprisingly accommodating for tall drivers like me, particularly our ‘plus’ version with its heated and eight-way power-adjustable leather-accented driver’s seat. Combined with the height/reach adjustable steering wheel and large left footrest, it’s easy to find a comfortable driving position.   

HiLux unladen ride quality has always been on the firm side and it can become quite jiggly over bumps, corrugations and other road irregularities. The hydraulic power-assisted steering has a noticeably different feel to the more common electro-mechanical systems, being slightly heavier and more linear in its weight changes between parking and highway speeds.

The engine can be a bit noisy higher up the rpm range, but it’s not overly intrusive and there’s no need to rev it hard anyway. With maximum torque between 1600-2800rpm, most driving tasks can best be achieved within those numbers given that there’s a healthy 500Nm on offer. Highway cruising produces low tyre and wind noise, along with minimal engine noise given that 110km/h can be maintained with less than 2000rpm.

To test its heavy load-hauling ability we loaded 770kg into the load tub, which combined with our crew of two equalled a total payload of around 930kg that just snuck in under the 940kg threshold. 

The rear leaf springs compressed 60mm, which still left around 40mm of bump-stop clearance that was more than ample in ensuring there was no bottoming-out during our GVM test.

As we’ve discovered during previous weight-testing of HiLux utes, the ride quality noticeably improves when carrying the one-tonne payloads they’re primarily designed for. The big increase in sprung weight creates a smoother and more cushioned ride that irons out all but the largest bumps. 

The SR5+ also easily cleared our 13 per cent gradient 2.0km-long set climb at 60km/h. It self-shifted down to fourth gear and 2250rpm, where it tapped maximum torque to efficiently haul this load to the summit.

Engine-braking on the way down wasn’t as strong. In a manually-selected second gear, there wasn’t enough retardation on overrun to stop the tachometer needle spinning as high as 4250rpm (soft redline 4400rpm) before I had to push the middle pedal. Fortunately, the front disc/rear drum brakes were effective in keeping us within the posted 60km/h speed limit.

Maximum five-star ANCAP rating certified in 2019. There are seven airbags plus auto emergency braking (AEB) with pedestrian and daytime cyclist detection, lane departure alert, active cruise control, road speed-sign assist, downhill assist, blind-spot monitoring, rear cross-traffic alert, reversing camera and more. The rear seat offers ISOFIX child-seat mounts for the two outer seating positions plus top-tether restraints for all three positions.

The HiLux is covered by Toyota's five years/unlimited km warranty. Scheduled servicing every six months/10,000km whichever occurs first. Capped-price servicing of $3220 over five years/100,000km, whichever occurs first, or an average of $322.00 per service.

Five years/unlimited km warranty with capped-price servicing of $290 for each of the first six scheduled services. However, the service intervals are relatively short at six months/10,000km whichever occurs first, which works out at $580 per year.