Toyota HiLux 2023 review: SR5+ Double-Cab auto Premium Interior

On one hand, yes, since buying a HiLux buys into Toyota's renowned reputation for reliability and durability (DPF issues aside), as well as high resale value and a hungry second-hand market. It's long been the safe and sensible choice.

On the other, though, the current HiLux struggles to keep up with the class leaders on a range of fronts, more of which we will explore and expand on further down.

Kicking off from $60,680 (all prices are before on-road costs), the HiLux SR5 Double Cab (dual cab) auto is right in the thick of it, taking on the bestselling (and now auto-only) Ranger XLT (from $61,190), as well as the Mazda BT-50 GT (from $60,390), Isuzu D-Max LS-U (from $61,000), Nissan Navara ST-X (from $58,270) and Mitsubishi Triton GSR (from an alluring $55,590).

IT comes with 18-inch alloy wheels (with a full-sized spare). (image: Tung Nguyen)

Yes, the Toyota is priced on the high side. But it could be better equipped for the money as well.

On the safety front all HiLuxes include seven airbags, autonomous emergency braking (AEB), lane departure alert/assist, speed-sign recognition, adaptive cruise control, trailer-sway control, hill-descent control and in-car SOS, auto collision notification and vehicle-tracking. More on those in the safety section below.

But where are the Toyota's blind-spot monitoring (BSM) and rear cross-traffic alert (RCTA)?

Among the SR5 goodies are keyless entry/push-button start, front/rear parking sensors, auto-levelling LED headlights, fog lights, dual-zone climate control, satellite navigation, DAB+ digital radio, a 220V accessory socket, a tow bar receiver, privacy glass, chromed exterior trim, heated exterior mirrors, a stainless-steel sports bar and 18-inch alloy wheels (with a full-sized spare).

It includes an eight-inch touchscreen display, Apple CarPlay/Android Auto connectivity. (image: Tung Nguyen)

These come on top of the cheaper SR's cooled centre box, side steps, six-speaker audio, and rear differential lock, as well as the base Workmate grade's auto on/off headlights, reverse camera, eight-inch touchscreen display, Apple CarPlay/Android Auto connectivity, Bluetooth telephony and audio streaming, voice-activated assistant, USB port, power windows and all-weather floor mats.

Our SR5 included the Premium pack, which costs $2500 extra, pushing the price up to a heady $63,180. It adds leather trim, heated front seats (powered on the driver's side) and height-adjustable front passenger seat with lumbar support.

However, this also means it's only about $500 short of the Ranger Sport from $63,690 and more than the Navara PRO-4X from $61,230, and both are more-highly specified vehicles.

Yes, the Toyota is priced on the high side. But it could be better equipped for the money as well. (image: Tung Nguyen)

To help address our value concerns, by the end of 2022, the SR5 will gain BSM, RCTA, a panoramic view monitor, an anti-theft immobiliser and door-mirror puddle lamps, though the latter look set to replace the existing heated exterior mirrors.

These and the other important upgrades can't come soon enough.

Bad news first.

After spending a considerable amount of time in the new Ranger, the HiLux's interior look, feel and presentation is very last decade, and the early part at that, with 2011 Camry, 2012 Corolla and 2014 RAV4 influences everywhere.

There's no escaping the narrow cabin feel, hard textures and sheeny surfaces everywhere, encompassing everything from the dated dashboard to the hollow-sounding door cards. We're talking cheap and old looking – though rattle free, hard-wearing and sturdy too. This is a truck, after all.

There’s no escaping the narrow cabin feel, hard textures and sheeny surfaces everywhere, encompassing everything from the dated dashboard to the hollow-sounding door cards. (image: Tung Nguyen)

For some, finding the right driving position proves elusive. Even if of average height but long legged, the steering wheel's insufficient reach adjustment means having to bunch knees up a tad. Not comfortable over longer distances.

What's worse, over an extended period on them, the front seats lack any real support, seem too small in their frame for even medium-build drivers, and don't offer a driver's seat lumbar adjustment unless you pay extra for the Premium pack, which is a copout for the cash Toyota demands. And there is too much noise entering in, be it from the engine, suspension or road.

Along with being from another era, the SR5 lacks enough refinement and sophistication given its price point, falling well behind the class best.

Over an extended period on them, the front seats lack any real support. (image: Tung Nguyen)

Still, there's plenty to really like inside a HiLux, beginning with its overwhelming sense of familiarity and functional ease. That's the flipside of using 'proven' components, from the wheel and switchgear to the simple, effective climate control and 4x4 systems. It's all dead simple.

Though revised for 2020, the Toyota's instrument dials seem old-fashioned but clear (and with a handy auxiliary digital speedo to boot now), the auto gear lever is mercifully free of fly-by-wire nonsense that are laggy in engaging (hello, Ranger), and there's ample storage in the reasonably-sized glovebox, bonus lidded shelf above, big centre console and sturdy slide-out cupholders at each end of the dash to match the pair behind the gear lever as well as the huge bottle holders in the door.

And here's a nice touch. The gap between the driver's seat and console has a fold of fabric running the length of it, to catch keys, phones and other items from falling into an impenetrable void also known as underneath the seat. Minor but thoughtful.

The HiLux also feels a tad too narrow for three burly passengers to sit across the back without feeling stuffed in. (image: Tung Nguyen)

Further plus points include plentiful ceiling lighting, a 220-volt household plug for appliances, a pair of 12V outlets and a USB-A outlet in the lower-dash area. Four entry-assist grab handles are fitted. The audio system quality is surprisingly good. And the touchscreen is handily sited within driver's easy reach and eye line, which is great for watching the reverse camera. Never mind the graphics, though, which look classic-era Nokia low-fi.

Moving to the rear, entry and egress is OK, and you sit much higher than the front occupants do, enabling great vision out. It isn't dingy or dark inside, despite the charcoal trim.

A folding armrest is well situated, with two cupholders, while the back doors can also accommodate a big bottle and additional storage. The windows wind all the way down, there are face-level centre air vents, two takeaway-food/bag carry hooks, overhead grab handles, handy rear-ceiling hooks mounted ahead of the back glass, and a pair of map pockets.

Plus, a cord under the seat lifts the cushion up to reveal two small under-floor storage areas (and a jack), though the press stud arrangement with the shockingly flimsy rear headrests is fiddly.

The tub area certainly betrays the Toyota’s age. (image: Tung Nguyen)

Sense a big but coming though? Here it is. Like most dual-cab pick-ups, the backrest angle is too upright, there isn't enough space for people with boots on to tuck feet beneath the front seat, and the knees-up seating position and low, unsupportive cushion spell discomfort and fatigue over longer journeys. And don't forget, it's noisy in there too.

The HiLux also feels a tad too narrow for three burly passengers to sit across the back without feeling stuffed in, and certainly seems smaller than the Ranger, D-Max, BT-50 and some other obviously larger rivals.

Finally, the tub area certainly betrays the Toyota's age. Lifting that tailgate up is a workout, there's no bed liner fitted as standard, and four crude aftermarket-looking handles are the only tie-downs you'll find. No load-area illumination, 12V outlets or cubby holes can be found. And cyclists won't be able to secure their bikes anywhere, as U-locks struggle to fit around the sports bar.

Payload is 995kg, braked towing capacity is 3500kg/750kg unbraked and the SR5's ground clearance is 216mm. More than adequate for most people then.

So is the SR5's stirring performance.

Leaving aside the DPF issues that are dogging Toyota's diesel engine (Prado and Fortuner are also affected), let's take a look at what's under the bonnet.

Part of the GD family of four-cylinder diesel engine family released with this generation HiLux in 2015, this is the 2755cc 2.8-litre twin-cam 16-valve 1GD-FTV four-cylinder common-rail turbo-diesel unit, producing 150kW of power between 3000-3400rpm, and 500Nm of torque from 1600-2800rpm.

Note, the six-speed manual alternative delivers 80Nm less torque than the six-speed torque-converter automatic transmission fitted to our test vehicle. The gear lever includes a sequential manual shift position, alongside the ECO and PWR mode buttons.

This is the 2755cc 2.8-litre twin-cam 16-valve 1GD-FTV four-cylinder common-rail turbo-diesel unit. (image: Tung Nguyen)

For the 2020 update, Toyota says it made changes to the combustion chamber, cylinder block, exhaust manifold and cooling system. A heavier-duty turbocharger and higher-pressure common-rail fuel-injection set-up were fitted to help provide a broader band of performance, and the auto was recalibrated for better economy and response. All involved Australian collaboration with overseas engineers.

Tipping the scales at 2110kg, the SR5 auto's power-to-weight ratio is 71.1kW/tonne. In contrast, the Ranger XLT 4x4 with the 154kW 2.0-litre Bi-Turbo at 2271kg and 184kW 3.0-litre V6 turbo-diesel at a hefty 2331kg come in at 67.8 and 78.9 kW/tonne respectively.

Brakes are a disc/drum front/rear arrangement, suspension is via a double wishbone/leaf-spring with rigid axle set-up and the steering is by hydraulic rack and pinion.

Driven mostly around town and out on the open freeway at speed, we managed 10 litres per 100km bowser to bowser, against the trip computer's 9.4L/100km readout. This is about on a par with class standards.

The official combined average for the dual cab 4x4 auto is of 7.9L/100km. Urban/Extra Urban numbers are 9.4 and 7.0L/100km respectively, while the carbon dioxide emissions average is 207 grams/kilometre.

So, how far can you go on the 80-litre tank of diesel? Between 850km and 1140km, which averages out to around 1000km.

Toyota offers an industry-standard five-year/unlimited kilometre warranty. Plus, to encourage on-time Toyota dealer servicing patronage, the engine and driveline warranty is extended to seven years.

There is also seven years of roadside assistance, with Toyota covering car hire or towing expenses should the vehicle breakdown during this time.

However, service intervals for HiLux are every six months or 10,000km, which is an inconvenience given most rivals have 12-monthly intervals (or more). Additionally, the first service is due at 5000km.

Pricing is competitive, at $260 for the first 36 months or 60,000km – whichever occurs first. At 70,000km that rises to $321, jumping to $723 at 80,000km and then easing back to $501 at 90,000 and $413 for the 100,000km interval.