Isuzu NMR vs Toyota HiLux

What's the difference?

A truck like the NPR (or any other truck, really) is never going to replace a dual-cab ute in terms of its duality. While the latter can tend to weekday chores and be quickly reconfigured for weekend fun, the light truck has no such facility. Nope, it’s a workhorse. Period.

You need a fair bit of real estate just to park the Isuzu overnight and it certainly won’t fit in the typical supermarket car space. It’s hardly sporty to drive, either, although the latest upgrades have made it more user friendly in a total sense and safer than ever before.

But what it does do that a dual-cab ute can’t often do, is tackle bigger, heavier jobs with a fair bit of bandwidth still up its sleeve. And if the nine-to-five side of things is where you need to be, then a vehicle like this has to be worth a look. And if you consistently find that you’re sailing close to the wind in terms of exceeding a ute’s legal payload, towing capacity or GCM, then the extra bigness of a light truck could make a huge difference.

That’s especially so given the price tag. Okay, you’re not buying a lot of high tech for your money, but you are getting some seriously stout engineering and an expectation that you won’t be working the thing to death anytime soon.

Note: CarsGuide attended this event as a guest of the manufacturer, with meals provided.

It might be a new generation HiLux but we get the (oh what a) feeling that Toyota has adopted a that-will-do approach with this one, based on its cautious view of the ute market.

Although it’s still a competent load-hauler that will no doubt continue to attract Toyota loyalists, even a major facelift and tech upgrades can’t hide its decade-old origins.

It can’t be easy to make a light truck look fashionable, but Isuzu has done a reasonable job of making the thing look, at least, current. The lighting has all been changed to LEDs now, and the bold, angular face the truck presents looks pretty modern.

But new tech has also forced some design changes. The bull-bar that is part of the Tradepack deal, for instance, has been redesigned with changes to the main hoop. That’s all to accommodate the radar units inside each headlight that inform the front cross-traffic warning system of anything in the way.

Also notable is the attention to detail of the optional (rather than the alloy tray seen here) Australian-made service body. With a choice of internal layouts, the flip-up sides reveal a proper workshop on wheels when configured that way.

It’s also nice to see that all the clips and catches on the drop-side tray can be easily replaced if damaged.

Toyota states this was the first time in HiLux history that a new exterior design was spearheaded by the company's Australian design team, with its confronting appearance claimed to be inspired by the stance held by Japanese sumo wrestlers at the start of a fight. Really?

Regardless of its inspiration, there’s no denying the imposing new-look front with its high slimline headlights, gaping body-coloured grille and trapezoidal side air intakes polarised opinion among passers-by we spoke to during our week of testing.

The cabin and doors are carried over from the previous generation but the rear styling has also been refreshed, with a more hard-edged appearance that incorporates concave rear side-steps for load tub access plus ‘TOYOTA’ lettering stamped into the tailgate like the good old days.

The squared-off styling theme inspired the HiLux’s interior design featuring new dash and centre console layouts, plus tasteful blending of soft-touch and hard-wearing surfaces to create a visually appealing cabin environment.

The new cabin Isuzu has brewed up certainly brings the truck into the present, but it’s still very much a light truck in some respects. As in, it’s still a pretty good climb inside, although there are steps and handles to make that easier. The steering column still gets in the way as you swing your left leg inside, though.

The plastic surfaces would still make a car interior designer cringe, and the floor is vinyl and the seats cloth. But the three-abreast seating arrangement makes sense and, should you choose the dual-cab N Series option, there’s actually seven seats in all.

Cabin storage has obviously been a priority for Isuzu, and there are three large, netted overhead bins above the top of the windscreen, as well as bins and buckets across the width of the lower dashboard. Interestingly, each door has just a single, slim pocket and no bottle storage.

The centre console addresses that somewhat with a pair of cup-holders and a pen slot, while there’s also a large bin behind the seat on the bulkhead. There’s also an interior light that wouldn’t look out of place in an industrial kitchen.

The dashboard is home to a pair of USB charge-ports in the centre and the truck stuff continues with a wand for the exhaust brake and a knob near the steering column for a fast-idle setting. It’s also nice to see that even though Isuzu has adopted keyless entry and start for the N Series, the starter button resembles a conventional key and is located right where it should be in the side of the steering column.

What’s missing? Mainly a vanity mirror on either side of the cabin and a physical volume knob for the stereo. Oh, and paddle shifters would be nice too, especially when towing.

Externally, the Tradepack option gets you an aluminium drop-side tray, sturdy ladder racks, a tow bar, bull bar, toolboxes fitted below the tray between the axles and even a wash station for after-work clean ups.

The tray is fitted in Australia (many of the Ready to Work body options are also made here) and the load floor is a vast expanse of alloy with the ability to cope with small, heavy objects thanks to its high-impact materials. But the usual drop-side tray caveats apply including a high loading height, rattling from the sides and the legal requirement to lash everything down before hitting the road.

Meantime, part of the overall appeal of the Isuzu line-up is that there are something like 40 different permutations of cabin width, wheelbase, GVM, overall length and driveline.

But here’s perhaps the N Series’ greatest trick when it comes to being practical: While it’s easy to dismiss the vehicle for being too big and unwieldy, many operators would possibly find that the extra payload and real estate in the cargo area means that they might not need to tow a trailer every time they venture on to a job site. At which point, the dual-cab ute with a tandem trailer starts to look less convenient, especially if there’s any reversing or squeezing on to a tight site involved.

Oh, and if tight spaces really are an issue, the N Series’ sub-10m turning circle makes a typical dual-cab’s 12.5 metre turning circle look ridiculously ungainly. And that’s before we get to that trailer.

Typically for a vehicle like this, a full-sized spare tyre is included.

With its 2125kg kerb weight and 3090kg GVM, our test vehicle has a useful 965kg payload rating.

It’s also rated to tow up to 3500kg of braked trailer but with its 6300kg GCM (or how much it can legally carry and tow at the same time) the payload would need to be reduced by 290kg to tow the maximum trailer weight without exceeding the GCM.

Even so, that still leaves a practical 675kg of payload capacity, so these are useful numbers for any number of working roles given that few owners (if any) would need to tow 3500kg with a HiLux.

The load tub is 1570mm long, 1645mm wide and 495mm deep, offering an enclosed load volume of more than 1.2 cubic metres. However, with 1105mm of load floor between the rear wheel housings, it can’t carry a standard Aussie pallet but can fit a Euro.

The SR does not come standard with a spray-in or slide-in tub liner so its painted surfaces are vulnerable to load damage. There’s a sturdy front bulkhead that provides rear window protection and is fitted with pivoting load retainers on the top rail for securing long lengths of timber, conduit, PVC pipe, etc.

The load tub is also equipped with four load anchorage points mounted at mid-height (not ideal for low loads) and hydraulic struts provide lowering/raising assistance for the tailgate. Externally there are also new concave rear steps on each side to provide easier access to the load tub.

There’s ample cabin space for the driver and front passenger, and storage that includes a bottle holder and bin in each door, along with two cupholders, upper and lower gloveboxes in the new dash and an overhead glasses holder.

The front of the new centre console includes a wireless phone charging pad and two USB-C ports, plus a single cupholder in the middle (why not two?) and a lidded box at the rear which also contains a 12V socket and AC220V inverter socket that’s compatible with devices or appliances that use a domestic three-pin plug.

Rear seating for tall people (I’m 186cm) is still as restrictive as it’s always been, with minimal knee/shoulder/head room combined with a notably short distance between the top of the base cushion and floor creating a steep thigh angle that concentrates body weight on your lower back.

It’s worse in the slightly higher centre position, with my head pressed firmly into the roof lining, knees squeezed together between the front seat backrests and feet either side of the transmission tunnel. So, for any trip longer than the local shops, the HiLux rear bench is strictly a two-seater.

Even so, there’s a bottle-holder and bin in each rear door plus pockets on both front seat backrests and two USB-C ports and a storage slot on the rear of the centre console. The centre seat backrest also folds forward to provide an armrest with two cupholders.

Only the narrower driver’s side of the 60/40-split rear seat base cushion can swing up and be stored vertically as the passenger side is now fixed, given the V-Active’s 48V battery resides beneath it.

The SR is a more upmarket version of the base-grade WorkMate and available in 4x2 guise as a dual-cab ute, or as a 4x4 in either extra cab/dual-cab chassis or dual-cab ute body styles.

Our test vehicle is the 4x4 SR dual-cab ute, which comes standard with a 2.8-litre turbo-diesel (with 48V mild-hybrid assistance that Toyota calls 'V-Active') and six-speed automatic transmission for a list price of $59,490 (plus on-road costs). Our example is finished in Eclipse Black which is a $675 premium paint option.

This list pricing is in the same ballpark as higher grade work-focused rivals offering similar features and load ratings including the Ford Ranger XLS 2.0L ($57,888) and Isuzu D-Max X-Rider 2.2L ($59,500).

The SR comes standard with 17-inch alloy wheels and 265/65 R17 tyres with a full-size alloy spare (although buyers can opt for the WorkMate’s 17-inch steel wheels), silver-painted lower front bumper, black-painted doorhandles, side mirrors and bonnet moulding, black plastic wheel arch flares, LED front fog lamps, side steps, locking tailgate and choice of six exterior colours.

Inside the cabin (with smart entry and start), the SR adds greater front seat bolstering and high-grade fabric upholstery, leather-accented shift knob and steering wheel, AC 220V inverter, wireless phone charging and eight-speaker sound.

This is in addition to the WorkMate’s standard equipment, which still adheres to rear drum brakes with a mechanical lever handbrake plus LED headlights, body-coloured front bumper and grille and tailgate damper with lift-assist.

Cabin enhancements include a new 7.0-inch driver's digital instrument display, multiple USB-C ports and 12V accessory sockets plus a new multimedia system with 12.3-inch touchscreen, DAB+ digital radio, voice recognition and connectivity with mirroring for Apple and Android devices.

Believe it or not there’s actually a family connection between the 3.0-litre turbo diesel in the Isuzu NRL and the Isuzu D-Max dual-cab and MU-X SUV.

While the displacement of the D-Max remains, the unit in the light truck has been retuned to liberate more torque at lower engine speeds. In this case, that’s 129kW at 2860rpm and 430Nm of torque anywhere between 1450rpm and 2860rpm. That gives the engine great flexibility, but the transmission also plays a part.

That’s either a six-speed manual or a nine-speed dual-clutch unit. The latter has either manual or fully automatic shift modes, and it’s worth is backed up by the potential for lower fuel consumption thanks to the inherent efficiency in such a transmission as well as the three extra ratios.

Designed and made in-house at Isuzu, the brand says it’s confident the wet-clutch unit doesn’t carry the potential flaws of some other dual-clutch units we could name. That said, Isuzu has downgraded the towing capacity from 4.5 to four tonnes if the nine-speed is fitted.

And just like any good truck, there’s the provision for a power-take-off on the side of each transmission option, as well as an exhaust brake to help the mechanical brakes when fully laden.

Unlike many light trucks before it, the Isuzu doesn’t get stuck with a rigid front axle. Instead, you get a proper independent set-up with coil springs, while the rear end remains a live axle with leaf springs in the interests of carting lots of heavy stuff.

The ubiquitous 1GD-FTV 2.8-litre four-cylinder turbo-diesel with V-Active 48V mild-hybrid assistance produces the same 150kW and 500Nm as it does without V-Active, driving through a six-speed torque-converter automatic that offers the choice of sequential manual shifting and three drive modes.

V-Active is claimed to improve fuel efficiency, acceleration and smoothness, along with enhanced off-road prowess, as it can send up to an additional 8.4kW of power and 65Nm of torque through its motor-generator to assist the engine.

The part-time, dual-range 4x4 system includes a switchable rear diff-lock and a choice of numerous multi-terrain driving modes to enhance off-road ability.

This is a cursed subject in the truck segment, because there’s just no standard pattern of usage, nor a typical loading scenario. Some trucks will spend their whole lives heavily loaded going from red light to red light, others will be less burdened and driven between regional towns.

But what we can tell you is that unladen and driven sensibly, this truck should be able to return fuel consumption figures in the low teens per 100km. Throw the full payload and a trailer on the back and head for hilly country and you could easily double that and then some.

As such, the range from the 100-litre fuel tank is going to vary enormously, but should be somewhere between 500 and 800km.

The other thing to bear in mind is that the upgrade to this model has brought the Isuzus in line with Euro 6 emissions or their Japanese equivalent. So they now need AdBLue and there’s a 14-litre tank for that.

Toyota claims combined average consumption of 7.2L/100km which is aligned with rivals like the Ford Ranger XLS 2.0L (7.2L/100km) and Isuzu D-Max X-Rider 2.2L (7.1L/100km).

The HiLux’s dash display showed 9.5L/100km at the completion of our 457km test, which included the usual mix of suburban, city and highway driving of which about one quarter was hauling a near-maximum payload.

Our own figure calculated from fuel bowser and tripmeter readings was slightly higher again at a neat 10L/100km. That’s just within the usual 2.0-3.0L/100km discrepancy between lab-based official and real-world consumption but thirstier than figures we’ve achieved in some rival 4x4 dual cabs like the JAC T9 with 8.3L/100km and Nissan Navara SL with 8.4L/100km.

So, based on our test consumption, you could expect a realistic driving range of around 800km from its 80-litre tank.

Actually climbing aboard the Isuzu is job one, and you’ll need the handles and step to do it safely. Then again, it’s probably no more testing than getting into a really low sports car in a degree of difficulty sense.

With that accomplished, you’re met with two things; the view out and the very un-car-like driving position. The first is fantastic for forward vision. And it’s not just the height advantage over other traffic. The cab-over-engine layout also means you’re almost at the very front of the truck, meaning you can see a lot more of what’s directly in front of you, even if it’s almost under your nose. Jumping back into a dual-cab ute for comparison emphasises the point enormously.

The driving position, meanwhile, might take more getting used to. The steering wheel is almost flat and you tend to sit pretty upright. Long-distance drivers will tell you this is actually great for long stints at the helm, and it honestly feels pretty natural after just a few minutes. But the steering column placement means there’s no chance of left-foot braking which some drivers (this one included) prefer.

Once you’re rolling, the dual-clutch transmission starts to feel pretty handy with short, sharp upshifts and a calibration that sees it keen to downshift on deceleration to help balance the vehicle, take the stress off the brakes and ensure that the engine is in its power band for when you next throttle on.

Speaking of which, the engine is not exactly overpowering, but it does produce the meat of its muscle in the right places, helped no end by having nine ratios to play with. And here’s an interesting point: The way the engine is installed in the NPR – and despite the fact that you’re sitting pretty much right on top of it – there’s less noise and vibration from the 3.0-litre than in an Isuzu D-Max ute. Obviously, low vibrations and less noise are factors in staving off driver fatigue, and clearly Isuzu knows how to achieve this.

Ride quality will vary hugely depending on what’s on board. We tried the NPR with a full load of gear on the tray, taking it almost to its payload limit. At that point, the ride was actually quite compliant, and the only odd sensation is that of having your backside right over the front axle.

The other mantra held dear by fleet managers is that the best way to reduce breakdowns is to take the driver out of the equation as much as possible. That explains the dual-clutch transmission, for one, but it also perhaps explains why the NPR is set up to be actually very easy and simple to drive. It’s definitely scarier to look at than to pilot. And that turning circle is something else!

Big handles on the windscreen pillars assist climbing aboard the new interior where (in stark contrast to the rear seat) even tall drivers can find a comfortable position, with ample seat and steering wheel adjustments plus a large left footrest.

The new wheel design feels nice in your hands and Toyota’s switch to electric power steering provides good feel and more noticeable changes in steering weight compared to the previous hydraulic system, being light at parking speeds but increasingly firm as speeds increase like variable-ratio steering should.

The job-focused WorkMate and SR grades have a heavy-duty suspension tune not shared with other HiLux models, which is primarily designed for carrying and/or towing heavy loads. However, that comes with an unwelcome trade-off in unladen ride quality that is notably harsh and jiggly, particular on bumpy roads.

The diesel engine is relatively quiet with good refinement and all-round response, even though we can’t detect any noticeable gain in acceleration, braking or smoothness from the 48V hybrid system compared to the standard engine.

That’s not to say V-Active is not delivering up to 8.4kW of power and 65Nm of torque, as Toyota claims. It’s just that these gains are modest and delivered so seamlessly that they are undetectable in real-world driving.

By contrast, there is a noticeable spike in engine response using the ‘Sport’ drive mode. it’s also a low-stressed and quiet highway cruiser requiring only 2000rpm to maintain 110km/h without the need for raised voices.

To test its GVM rating we forklifted 650kg into the load tub which combined with our crew of two equalled a total payload of 830kg that was about 130kg under its legal limit. The stout rear leaf springs compressed about 50mm, leaving ample bump-stop clearance that ensured there was no bottoming-out on our test route.

The HiLux always shines when it’s heavily loaded, as it maintains a sure-footed stance on sealed or unsealed roads, and the ride quality noticeably improves given the large increase in sprung weight that its heavy-duty suspension is primarily designed to support.

The drivetrain also made light work of this payload, particularly on our 13 per cent gradient, 2.0km set climb at 60km/h where the six-speed auto promptly self-shifted down to fourth gear and 2300rpm (within its peak torque band) to easily haul this load to the summit.

Engine-braking on the way down, in a manually selected second gear, was not as robust but adequate given the large payload it was trying to restrain and well within the capabilities of the brake pedal to maintain the 60km/h speed limit. Overall, it’s still a competent load-hauler.

The HiLux comes with a fresh five-star ANCAP rating (tested 2025), eight airbags and the latest active safety tech including auto emergency braking (AEB) with pedestrian daytime and cyclist detection, advanced lane-keeping, adaptive cruise control, rear cross-traffic alert, blind-spot monitoring, road sign recognition, tyre pressure monitoring, panoramic view monitor and more.

The rear seat has two ISOFIX and three top-tether child seat anchorages.

Despite the hard life many trucks are destined to live, Isuzu offers a standard six-year/250,000km warranty on the cabin and chassis of this model. The rear RTW body (whatever form that takes) is covered for three years. There’s also a three-year warranty on genuine accessories provided they were installed by a certified fitter.

Service intervals are every 25,000km, 12 months or 5000 hours of operation, whichever comes first. There’s also six years of roadside assistance thrown in.

Isuzu offers a range of service agreements ranging from the basic package right up to a plan that covers everything including wiper blade replacement.

There are currently 84 Isuzu dealers or authorised service outlets around the country, including some pretty far flung spots, so service and parts should be less of a problem than for some other brands.

Mechanically, Isuzu has worked to reduce servicing times, including the use of sealed-for-life wheel bearings.

Toyota has a five-year/unlimited kilometre warranty (which is short compared to Mitsubishi’s dealer-serviced 10 years/200,000km offer) that is extendable to seven years with exclusive Toyota dealership servicing.

The 48V hybrid battery has a separate five-year warranty which can also be extended for up to five years (so 10 years in total) subject to annual battery health checks.

Scheduled servicing is Toyota’s usual six months/10,000km whichever occurs first, with capped pricing of $395 for each of the first ten scheduled services up to five years/100,000km. That totals $3950, which is significantly higher than rivals like the Ranger XLS ($1995) or D-Max X-Rider ($2245) for the same five-year period.

Toyota currently has 275 dealers across its vast Australian network located in metro, rural and regional areas. Toyota dealerships are also service centres.