Toyota HiLux SR5 V6 2012 review

A tough-as-nails reputation perpetuated by the brand's marketing and stunts pulled by Top Gear in the UK have given the Toyota HiLux an enviable image.

Not the prettiest light-commercial dual-cab on the lot, or the one packing the most punch or towing capacity, the Toyota HiLux still manages (with a fair bit of help from the mining companies and fleets) to top the nation's sales sheets in some months.

The updated model dropped its price in the face of renewed competition from Mazda and Ford and remains a top-seller for the Toyota brand.

VALUE

We've spent some time behind the wheel of the top-spec Toyota SR5 V6 petrol automatic, which did carry a $53,690 price tag but has been whittled back to $53,490.

The model update brought a touch-screen 3D satnav and CD/USB/Bluetooth linked six-speaker  infotainment system, which has SUNA real-time traffic info for route choice and also gives audible speed warnings (which surprise a little the first time they occur when you're driving solo).

The rear tray is also festooned with a new-look alloy sports bar. There's also a 17in alloy wheels (including a full-size spare), side steps, cloth trim, climate control, power windows, wheel controls for sound system and phone.

TECHNOLOGY

This is not the segment where the latest and greatest in automotive technology appears - there are features in this segment that date back to the horse and cart (leaf springs), it sits on a ladder-frame chassis and the rear wheels are still retarded by drum brakes.

That said, the four-litre petrol V6 does have variable valve timing and produces 175kW and 376Nm, channelling it to the rear (or all four) wheels via a five-speed auto.

There are some high-tech touches to the infotainment system - satnav that has real-time traffic info and route information that estimates fuel use and CO2 emissions for your journey. The system also has a USB input as well as Bluetooth phone and audio link, but the phone set-up suffers for having the microphone in the dash and not somewhere up near the driver's head.

DESIGN

Form over function is not part of the LCV DNA - big, square, tall and with a tray, a bit of ground clearance (227mm) to get over the rough stuff and seating for five workers or the family on the weekends. The driver's seat doesn't offer masses of adjustment range and is also hampered by tilt-only steering adjustment, but a half-decent driving position is still achievable.

The rear has a centre lap seatbelt which is not ideal, but the rear backrest and bench is not as near to a 90-degree angle as it used to be.

There is some underfloor storage beneath the rear bench too, but if you have any desire to put a child seat in, allocate a little more time than average.

SAFETY

The updated HiLux scores four stars from the ANCAP crash testers, which is an acceptable (says ANCAP) level for a light-commercial, although the new Ranger/BT-50 duo score five.

The HiLux has anti-lock braking on the front disc/rear drum set-up, with electronic brakeforce distribution and brake assist, stability and traction control, dual front, front-side and curtain airbags. The front height-adjustable seatbelts have pre-tensioners and load limiters but the rear pew has a lap-only belt.

DRIVING

There are plenty of tradies that use these trucks to cart and tow work machinery during the week, then team up with the missus to throw the rugrats in the back and hook up toys to the towbar on the weekend. The HiLux has the CV to complete both duties without any issues. Granted, the four-litre petrol V6 has the thirst of a parched lush compared to some of the other engines on offer from TMC and its opposition, but if you're hooked on PULP then it's a decent donk, but the turbodiesel is a better all-round option for this workhorse.

The driver gets tilt-only steering adjustment and not a great range of change in the seat position - the A-pillars are on the portly side and the rear view isn't fantastic, enough to warrant some sensors and a rear camera. The daily grind isn't intolerable, but don't expect pin-sharp steering or a tight turning circle.

A secure rear canopy and a large lockbox full of heavy tools might help settle the rear end down, as the leaf springs The standard rubber wrapped around the 17in alloys (Bridgestone Duelers) are jack-of-all-trade tyres but not great on any surface and giving the limited slip diff the flick in light of electronic stability aids is a retrograde step.

Despite the average tyre grip and the absence of an LSD and rear diff lock, the HiLux clambers over obstacles and loose surfaces without feeling in danger of failing to proceed. The rear seat base cushion flips up to expose some underfloor storage and if you have young `uns that's where you'll need to fiddle about with child seat anchor points, but it's difficult to fit and access them.

Yes, that's not the primary duty of such a machine but more are being used as dual-purpose vehicles - the HiLux can certainly complete all the necessary tricks to qualify as a solid all-rounder but its now under siege from key competitors who can do some things better - for example the Ranger/BT-50 has a higher braked towing capacity and more torque.

But many still see the Unbreakable tag and find it tough to go past. It's not hard to see why but the dominance is dwindling.