LDV T60 VS Toyota HiLux
- Packed with features as standard
- Solid all-rounder
- Too-firm suspension (Pro)
- Resale value
- Factory-backed accessories
- Good value
- Same to drive
- No power bump
- Low payload
- Same to drive...
A lot is riding on the LDV T60. The dual-cab-only ute range is spearheading a new generation of better-built and better-equipped Chinese utes and (very soon) SUVs, aimed at carving out their own slice of the lucrative Aussie work-and-play market.
It’s the first Chinese commercial vehicle to receive a five-star ANCAP rating, it’s well priced and packed with standard features and safety tech across the range, but realistically is that enough to make it an appealing proposition in the eyes of the ute-buying public? And to overcome the public's wariness about vehicles from the People's Republic? Read on.
|Engine Type||2.8L turbo|
Three new models. Three! That’s the number of new variants that have been added to the 2018 Toyota HiLux range.
This is a bit of a smackdown for the ute market, surely? With the Rugged, Rugged X and Rogue models, Toyota is asserting its dominance in the dual-cab pick-up market.
Hell, if the Japanese company was a dog, it would have just cocked its leg while standing near the “Australia” sign and bared its teeth to all the other dogs in the park, particularly that uppity Ford Ranger. “This is my market. Mine!”
That’s because even without these three new variants, the Toyota HiLux was the country’s best-selling vehicle in 2017 for the second year running. It’s on track for a third-straight year in 2018, and the Rugged, Rugged X and Rogue models will only add to its appeal.
These three sit at the top of the regular model range, and they bring the tally of different versions in the HiLux range in Australia to 34 … that’s before you consider alternate transmissions, too.
So, with all-new utes like the Mercedes-Benz X-Class hitting the market, and new derivatives being added to different competitor model lines, do the Toyota HiLux Rugged, Toyota HiLux Rugged X and Toyota HiLux Rogue models offer something worth considering if you’re in the market for a new ute?
|Engine Type||2.8L turbo|
The LDV T60 is a big step in the right direction for Chinese-built utes and should go a long way to convincing Aussie ute buyers that these are finally a worthwhile consideration. Well priced and feature-packed, this dual-cab range exhibits a marked improvement in build quality, fit and finish and all-round drivability. Right now, the Chinese are not major contenders by anyone's estimation but at least they're moving in the right direction.
For our money, and for work-and-play versatility, the Luxe auto is the pick of the bunch; you get all the standard kit with a few nifty add-ons, including on-demand rear diff lock, chrome door handles and door mirrors, sports bar and more.
Would you consider buying a Chinese-built ute? Tell us what you think in the comments below.
The changes may not be too much more than skin deep, but there’s no doubt that buyers will find value in these newly added models, and I can see why Toyota is putting the emphasis on the Rugged X - it looks more expensive than it is, and it argues a strong case in a busy segment of the market.
Which would you choose? Let us know in the comments section below.
From the outside, the LDV T60 is not unpleasant to look at – part-chunky ute, part-SUV styling – but there’s nothing startlingly special about it, either. It has the scalloped sides of an Amarok look-alike, the sporty stretch bonnet of a HiLux wannabe and everything in between.
I like it for its lack of pretension, as if its designers had a beer down the pub, scratched out their ideas on a coaster as a bit of a joke and then they decided they were actually pretty good, so those guidelines have stuck.
The interior is all clean lines and big surfaces, especially the plastic everything in the Pro, which is not a bad thing as this tradie-targetting model has a real everyday working ute feel to it.
The cabin is dominated by the huge expanse of dash-top and the ute’s 10.0-inch touchscreen entertainment unit.
Design changes are the big differences for this trio of new models - and the new-look versions could be enough to spur sales along.
Let’s start with the Rogue model, which has - in this writer’s opinion - the most attractive exterior design to date in this generation.
It’s a bit of a city-focused show pony, but not quite the full TRD look (there is no body kit or side skirts) - however, it does get a new hexagonal grille, a new front bumper and revised fog-light. It sports more aggressive alloys, but goes without the wheel-arch cladding.
But it gains a hardtop tray cover for the tub, black sports bar and side-steps. It all adds up to a sportier looking version of the HiLux than anything that has come before it - even the TRD special edition of 2017. This model comes fitted with these goodies straight from the factory. Where is the Toyota HiLux built? Thailand, like the vast majority of utes sold here.
Unlike the Rogue, the Rugged and Rugged X models are put down a sort of production line in Australia, where they are fitted with a range of genuine accessories until they get to the point you see here.
The more affordable Rugged model is based on the SR, and that means rubber floors rather than carpet, and halogen headlights rather than LEDs. But there are a few hardcore elements to the outside that make it stand out, like the steel bullbar, side steps with integrated rock rails, steel sports bar and blackened alloy wheels with Bridgestone Dueler all-terrain tyres.
Trainspotters may also notice the outlined Toyota lettering on the tailgate, a few details here and there, and a revised rear bar with integrated tow kit and bright red recovery hooks.
The Rugged X steps things up even further - it’s based on the SR5 model, and gets a few model-specific extras such as a high-tensile alloy bash plate underbody protection and a winch-compatible streamlined steel bullbar - note the lack of headlight hoops, and the addition of LED driving lights and a broad light bar. At the back there are tail-light surrounds, and you can make your own mind up about those.
Like the Rugged it has a black honeycomb grille, a snorkel, body cladding and the same alloy wheels - but this time with Dunlop Grandtrek tyres.
None of these models come with a soft top tonneau cover… in fact, not one of the HiLux models in the entire range has one fitted as standard. All three get a rear step bumper, because they’ve still got to be practical.
The interior remains a bit of a talking point. Toyota took a big step towards SUV-like cabin finishes with the HiLux when it launched in this generation in 2015: there’s a touch screen in every variant, for example.
Because all four are based on the existing dual-cab models, the interior dimensions and practicality remain unchanged compared with the regular versions. But the Rogue and Rugged X gain leather trim which helps set them apart.
The cabin is neat and roomy with adequate storage space for driver and front-seat passenger; a lidded centre-console bin, big door pockets, a dash-height cupholder for driver and front passenger (although our supplied water bottles only fit in with a little bit of twisting and forcing) and a knick-knacks tray, replete with two USB ports and a 12V socket.
Those in the rear get door pockets, a centre armrest with two cupholders and a 12V socket.
The front seats are comfortable enough but lack support, especially at the sides; the rear seats are flat and workmanlike.
Interior fit and finish is a big improvement on what’s come before in Chinese-built utes and these build-quality positives may go a long way to helping convince Australia’s ute buyers that the LDV T60 is a worthwhile purchase – or at least worth considering.
The 10-inch touchscreen is clear, neat and simple to operate, although prone to glare. I did see one colleague struggling to get his Android OS phone working through his Luxe. (I didn’t even bother trying to hook up my iPhone; I’m a dinosaur like that.)
The LDV T60 is 5365mm long, 2145mm wide, and 1852mm high (Pro) and 1887mm high (Luxe). Kerb weight is 1950kg (Pro manual), 1980kg (Pro auto), 1995kg (Luxe manual) and 2060kg (Luxe auto).
The tray is 1525mm long and 1510mm wide (1131mm between the wheel arches). It has a plastic tub liner and four tie-down points (one in each corner) and two ‘tub rim anchor points’, which seem like a bit of a flimsy afterthought. Loading height (from tray floor to ground) is 819mm.
The TDV T60 has a 3000kg braked tow capacity (750kg unbraked); many rivals hit the 3500kg benchmark. Its payload ranges from 815kg (Luxe auto) to 1025kg (for the Pro manual). Towball download is 300kg.
One final quirk we should mention is that the two Pros we tested had the indentation for a driver-side 'Jesus!' handle, but no actual handle. Strange.
Dual cab utes with five seats are relatively family friendly, and these three models are expected to appeal to parents and tradies alike - and these three new models are restricted to this body style - so there won’t be any extra cab / space cab versions, and unless you remove the tub yourself and put an aluminium or steel tray on, you won’t be getting the choice of a flat tray cab chassis, either.
I mean, if you look at it this way, the Rogue with its hard tonneau cover and marine carpet-lined tray is like an off-roader with a lot of boot space, with easily enough space for your tool kit or some luggage. And it could be even more practical if you choose to option a canopy, plus you might want to add roof racks or rails on top.
Let’s talk tub dimensions - the internal size of the HiLux tray is 1569mm long, 1645mm wide (and 1109mm between the wheel arches - less the width of the bars of the sports bar - 25mm on each side), while the depth is 470mm.
The Rogue and Rugged X versions get the same black-on-black-on-black interior, with perforated leather trim, electric driver’s seat adjustment, front seat heating and new instrument cluster dials with an orange and black design. They’re nice, but they clash with the blue/green graphics of the driver info screen, which still lacks a digital speed readout. The top models have carpet flooring, where the more affordable Rugged model (remember, it’s based on the SR) has rubber floors and cloth seats.
There are cupholders in front of the gear selector if you choose an auto (you get one between the seats in the manual models), plus two pop-out cupholders at the edge of the dashboard that are very handy. You’ll find bottle holders in the doors, and every HiLux has a dual glovebox set-up. I like the shopping bag hooks in the front seatbacks, too.
Space for adults isn’t terrific, nor is it terrible. With the driver’s seat set to my driving position (I’m 183cm tall), I had just enough kneeroom, while toe room was a little tight, and shoulder space would be a squeeze with three across.
There are ISOFIX and top tether child-seat anchor points, but taller occupants in dual cab models will need to watch their heads on the grab-handles when going seriously off-road. Rear-seat air vents are fitted to Rogue and Rugged X, but not Rugged.
The touch screen multimedia infotainment system isn’t terrific - there are better examples in the Volkswagen Amarok or Ford Ranger, both of which feature Apple CarPlay and Android Auto phone mirroring, too. You can’t get that in any Toyota in Australia at the time of writing. The Rugged, Rugged X and Rogue all have sat nav / GPS navigation and DAB+ digital radio.
Price and features
In an age where each new vehicle seems to offer a mind-boggling variety of trim and spec levels, the LDV T60 range is a refreshingly small and simple one.
The diesel-only five-seater LDV T60 is available in one body style – dual-cab – and two trim levels: Pro, aimed at tradies, and Luxe, aimed at the dual-purpose or family recreation market. The range is limited to dual-cabs at the moment, but, at the launch LDV Automotive Australia did tease the arrival of single-cab and extra-cab models in 2018.
The four options are Pro manual, Pro automatic, Luxe manual and Luxe automatic. All are powered by a 2.8-litre common-rail turbo-diesel engine.
The base-spec T60 Pro, the manual, is $30,516 (drive away); the Pro automatic is $32,621 (drive away), the Luxe manual $34,726 (drive away), and the Luxe automatic $36,831 (drive away). ABN holders will pay $28,990 (for the Pro manual), $30,990 (Pro auto), Luxe manual ($32,990) and Luxe automatic ($34,990).
The ute’s standard features in Pro form include cloth seats, a 10.0-inch colour touchscreen with Android Auto and Apple CarPlay, automatic height adjusting headlights, 4WD with high and low range, 17-inch alloys with a full-sized spare, side steps, and roof rails.
Safety gear includes six airbags, two ISOFIX child-seat restraint attachment points in the rear seat, as well as a raft of passive and active safety tech including ABS, EBA, ESC, reversing camera and rear parking sensors, 'Hill Descent Control', 'Hill Start Assist', and a tyre-pressure monitoring system.
Above and beyond that, the top-spec Luxe gets leather seats and leather-bound steering wheel, electrically six-way adjustable and heated front seats, automatic climate control and a 'Smart Key' system with Start/Stop button, as well as an automatic locking rear differential as standard.
The Pro has a multi-bar headboard to protect the rear window; the Luxe has a polished chrome sport bar. Both models have roof rails as standard.
LDV Automotive has launched a range of accessories including rubber floor mats, polished alloy nudge bars, tow bar, ladder rack, colour-matched canopies, tonneau covers and more. Bullbars for the ute are in the pipeline.
How much does each of the new models in the HiLux range cost? Well, here’s a price list - a guide to the price of each model (plus on-road costs, or the RRP / list price) which will hopefully make it easy to do a models comparison in your head.
Every HiLux comes with central locking, a digital clock, cruise control, power steering, electric windows and Toyota’s world-renowned ice-cold air-conditioning. There’s a sound system with six speakers (no subwoofer), plus a touch screen with radio, CD player and MP3 capability, plus USB and Bluetooth. DAB digital radio is fitted, but you can forget smartphone mirroring technology.
Now, clearly these models have been shopping in the Toyota genuine accessories catalogue, with a heavy-duty hooped premium steel bullbar fitted to the Rugged model (forget the nudge bar, hey?), along with a snorkel, plus there are 17-inch alloy rims with Bridgestone Dueler all-terrain tyres.
The Rugged model also gets a heavy-duty steel rear bar with integrated step, a towbar, towball and tongue (and seven-pin flat trailer wiring harness), rear recovery points, side rock rails, black body side mouldings, a snorkel, a black sports bar with multiple tie-down points, a tub liner with tailgate protection, a black tailgate handle, plus dark grey badges and Rugged decals.
Being based on the high-spec SR5 it has features like smart key and push-button start, dual-zone climate control AC, plus LED headlights and LED daytime running lights (they are great if you do a lot of driving at night - better than HID or projectors, for sure - and definitely an improvement on the halogens in the Rugged). And gone is the chrome sports bar of the SR5, in favour of a black one.
Inside, the Rugged X and Rogue share the same interior - that means new black perforated leather-accented seats with seat heating and electric adjustment up front, plus metallic black ornamentation, a black roof headliner, front and rear carpet floor mats, a new instrument cluster design with white illumination and orange needles.
You can tell a Rugged X from the outside by its 17-inch alloys (identical to Rugged), heavy-duty steel front bar and bash plate, revised grille design, LED light bar and spread beam driving lights, front and rear recovery points, heavy-duty steel rear bar with integrated step, side rock rails, snorkel, towball and tongue (with seven-pin flat trailer wiring harness).
It also has black wheel-arch and body side mouldings, a black sports bar with multiple tie-down points, a tub liner with tailgate protection, gloss black exterior mirror caps and door handles, matte black tail lamp surrounds, a black tailgate handle and dark grey badges and Rugged X decals.
While the Rogue model isn’t quite the TRD special of last year, it could be considered like a sports pack for the SR5. Sadly, no model is available with a sunroof, even as an option.
The Rogue model is auto only, and is priced at $61,690 - and comes with an identical interior to the Rugged X - but it is visually differentiated a lot more on the outside.
The Rogue wears model-specific 18-inch rims, a 'premium new style' front bumper and revised grille, grey-painted rear bumper with larger step, towball and tongue (with seven-pin flat trailer wiring harness), a black sports bar with tie-down points, body-coloured hard tonneau cover, marine-grade carpet tub liner (great if you’re a keen fisherman or boating enthusiast) gloss black exterior mirror caps and door handles, plus a black tailgate handle and dark grey badges and Rogue decals.
Colour options for the HiLux Rugged, Rugged X and Rogue models at launch are: Silver Sky, Graphite (grey), Crystal Pearl White, Eclipse Black and Glacier White. You can’t get these models in Nebula Blue or Olympia Red at the moment, and there is no green paint option available.
Engine & trans
The specifications rundown is easy for these three new models. All of them are 4x4 (4WD) - there’s no 4x2 (RWD) on offer, and each runs the same turbo diesel drivetrain, and therefore the same engine specs.
Each of these HiLux models has the same engine size - a 2.8-litre four-cylinder diesel with a single turbocharger and diesel particulate filter. And if you’re wondering whether the HiLux has a timing belt or chain, the answer is the latter.
The Rugged and Rugged X models both come with a towbar and the HiLux has a towing capacity of 750kg for a trailer without brakes, while automatic 4x4 models have a maximum braked capacity of 3200kg. Opt for a pick-up 4x4 with a clutch and you get the class-benchmark 3500kg capacity.
Fuel tank capacity is generous in all models: 80 litres in size, easily enough to ensure long range between fills.
What about load carrying capacity? Well, it’s a heck of a lot lower than the regular models, because of the extra weight.
The Rogue model is the best for payload, with a capacity of 826 kilograms. That’s about 100kg lower than the standard SR5.
The Rugged is rated at 765kg, while the Rugged X is pretty poorly at 748kg.
The gross vehicle weight / gross vehicle mass (GVM) is 3000kg for dual-cab 4x4 models.
Fuel consumption figures depend on the transmission you choose - but the diesel fuel economy for this 2.8-litre turbo-diesel is decent by class standards.
The 4x4 manual Rugged or Rugged X models are said to use 7.9 litres per 100 kilometres (which works out to 12.6 kilometres per litre), while the auto version of those two grades uses 8.6L/100km (11.6km L).
The Rogue model is auto only, and uses a little less fuel than its siblings: the claim is 8.5L/100km (11.7km L).
For what it's worth, we saw 11.2L/100km (8.9 km L) on a mix of open road, slow crawl and mid-speed gravel testing.
And like I said before - at this level, there is no petrol option. No matter, you’ll get better mileage out of a diesel, anyway. If you’re really into fuel saving, there’s an Eco Mode that dulls throttle response and the air-conditioning ferocity to help cut fuel use, while 'Power Mode' sharpens up acceleration.
We did more than 200km around Bathurst in some LDV T60s, most of it in a Pro auto, and much of the drive program was on bitumen. A few things became obvious quite early on and, later, a few quirks popped up as well.
The 2.8-litre four-cylinder VM Motori turbo-diesel never seemed to struggle – on the blacktop or in the bush – but it almost felt too relaxed, as it was slow to respond and wind up, especially when pushed on long, steep hills.
However, a bonus of that under-stressed engine is that it is very quiet – we had the radio off and engine-related NVH levels were impressive. There wasn’t even any wind-rush from the big wing mirrors.
The six-speed Aisin auto trans is a smooth unit – no hard-shifting up or down – but there’s no real discernible difference in drivability between modes; Normal or Sport.
Ride and handling are adequate if unspectacular, although it turned in nicely – steering was very precise for something like this – and the ute held stable through long sweeping bends. Our tester was on 245/65 R17 Dunlop Grandtrek AT20s.
While our stiff-set Pro exhibited no arse-end skipping-around straight away, typical of an unladen ute, we did hit a few surprise lumps and bumps early on in the drive-loop and that got the back end jumping about in a brief but brutal manner.
As for the quirks, our overzealous ABS kicked in on several occasions for seemingly innocuous reasons when we tickled the brakes (discs all round) at lower and high speeds on bumpy stuff, which was concerning.
Secondly, a couple of journalists in a Luxe reckoned the blind-spot monitor in their LDV T60 failed to alert them to the presence of a passing vehicle.
While the Pro suspension was too firm (to cope with heavy loads, no doubt), the Luxe’s tended to wallow.
For off-roading enthusiasts, here are the numbers worth noting: ground clearance is 215mm, wading depth is 300mm, and front and rear departure angles are 27 and 24.2 degrees respectively; ramp-over angle is 21.3 degrees.
The launch off-road loops were more scenic than challenging but when we intentionally veered off-course and onto some steep hilly sections, we had the opportunity to check out the LDV T60’s engine braking (okay) and hill descent control (good).
The Pro auto was an easier drive over any off-road bits than the manual Pro was, as the light feel of its clutch and the loose throw of its gear-stick didn’t inspire confidence.
Underbody protection includes a plastic bash-plate at the front.
It’s just like the regular HiLux. Funny, that…
There are no significant changes to the hardware - the drivetrain is the same, the steering is the same, the brakes are the same. Only the Rugged and Rugged X versions get new front springs to help deal with the extra weight of the bullbar and underbody protection.
We spent a lot of time driving on outback highways, with the odd small town (Hawker, Parachilna, Port Augusta) the only urban interludes. On roads like these you’re not typically asking much of the engine, and that was the case here.
When it came to overtaking moves I found out what the 2.8-litre turbo-diesel and six-speed automatic was about. In Eco mode it’s a bit gutless (adding an extra 200 kilograms of bolt-on bits will do that), but in normal or Power mode, the drivetrain is willing and punchy enough.
In the past I’ve found the auto can be a bit fussy at low speeds, in particular when you’re applying the brakes while going down a hill. However, for the most part, the drivetrain is perfectly suitable for this application.
Hey, a bigger engine - or even just a tweak to the outputs - would have been welcome for these special new additions to the range, but if you want a more torque-laden drive, you ought to look at the Ford Ranger, Holden Colorado or Volkswagen Amarok.
Underpinning the HiLux is double wishbone front suspension and leaf-spring rear suspension, and I have to say, the ride is terser than many rivals with nothing in the tray - and the slower you go, the worse it is.
However, as I’ve found, a few kilos in the tub will settle things nicely. Just be careful how many kilos, because the payload is pretty low in these new hardcore models - in fact, the heaviest model, the Rugged X, felt probably the most settled on the road.
As for steering, the hydraulic power steering is pretty well sorted, with good weighting and nice response. It isn’t as quick or easy to twirl as a Ranger, but nor is it as heavy as, say, a BT-50, or as slow as a Navara or X-Class… it’s a nice middle ground.
The 17-inch alloy wheels of the Rugged and Rugged X models alloy buyers to easily change to more aggressive all terrain or mud terrain tyres if they want to upgrade, while the 18s of the Rogue model would more likely see replacement with 20s, or 22s, or who knows… Just a shame it misses out on those wheel arch extensions.
Now, for the off road review - that was a big focus on the launch, particularly for the Rugged X - and I was certainly able to get an idea of its capabilities. If there was a separate section, it’d be at least an 8/10. Maybe even a 9/10.
The extra kit has had an impact on ground clearance - surprisingly, all three new models have less ground clearance mm than the SR5 dual cab. That model has 279mm, where according to Toyota the Rogue has just 216mm, while the Rugged has 253mm and the Rugged X 251mm.
The wading depth mm remains the same - 700mm - but approach and departure angles have changed. Again, the regular SR5 has a 31 approach angle degrees, where the Rugged and Rugged X models have 28, and Rogue has 30.
However, the big improvement according to Toyota is the corner approach angle: it sits at 39 degrees for the Rogue, 45 for the Rugged and 49 for the Rugged X.
The departure angle degrees has changed, too, due to the standard-fit tow bar: it’s 21 degrees for the Rugged and Rugged X, and 20 degrees for the Rogue. The standard SR5 with no bar is 26 degrees.
When you’re off-roading, the turning circle is also important: it’s identical for the three new models (and the existing models) at 12.6 metres. That’s pretty large - but the steering response and feel is impressive off-road.
Thankfully there’s less chrome to clean on these new models, because off-roading is a lot of fun in them.
We went on some 4H high-range-friendly gravel roads, which is where Toyota’s local engineering efforts with the HiLux shines through most. It remains settled and comfortable even if the surface gets rutted and rough.
We also did a more hardcore 4L low-range test, which included giving the rock rails a workout by intentionally pivoting on the edge of a boulder on a course set up by Toyota, and also found out the angles are pretty impressive first hand. Unfortunately there was no water in the river to verify the wading depth and ability of the snorkel. And yeah, there’s a rear differential lock in all models, but we didn’t need it - the same can be said for the hill descent control (which is reserved for the SR5-based Rugged X and Rogue).
Shame the Rugged model doesn’t get the same leather steering wheel as the Rogue and Rugged X. It’s a much nicer thing to hold.
It’s decent to drive, but not the best in class. And we’d have to put it against some competitors to see where it sits, but those after city-friendly comfort should still consider the Ranger and Amarok over this ute.
The LDV T60 packs a lot of safety gear in for the price. It has a five-star ANCAP rating, six airbags (driver and front passenger, side, full-length curtain) and includes a raft of passive and active safety tech across the range including ABS, EBA, ESC, reversing camera and rear parking sensors, 'Hill Descent Control', 'Hill Start Assist', and a tyre-pressure-monitoring system. It has two ISOFIX points and two top-tether points.
The Toyota HiLux scored the maximum five-star ANCAP crash test safety rating in 2015, and it hasn’t changed since. Even with the new front end treatment of each of these models, Toyota says the score remains intact.
Standard safety features across the range include electronic stability control with trailer sway control and seven airbags (dual front, front side, curtain and driver’s knee).
A reverse camera is standard. Buyers will need to pay Toyota’s dealership accessories team to fit rear parking sensors.
Unlike some competitor utes such as the Mercedes X-Class and Ford Ranger, there is no advanced safety tech - no lane departure warning and no forward collision warning, let alone auto emergency braking (AEB). Oddly, you can get AEB and lane-keeping assist in the European-market HiLux, but Toyota Australia says that hasn’t been adopted here because of model timing. Seems a poor argument, really.
Every double-cab HiLux has dual outboard ISOFIX child seat anchor points - great for a baby seat or two, plus there are three top tether hooks for child restraints.
You really need to look hard and ask around to find out about common problems, faults, automatic transmission problems, injector issues and suspension complaints for the current-generation HiLux. Check out our Toyota HiLux problems page.
Maintenance costs for the HiLux are easy to calculate. Service costs follow a capped price servicing plan, and intervals are set at six months/10,000km - which is a lot more regular than some competitors. Toyota’s Service Advantage capped price plan sees private owners pay $240 per service for diesel utes.
The Japanese company backs its vehicles with the bare minimum three-year/100,000km warranty, which is pretty short - but with the reputation for reliability and durability the HiLux has, it’s easy to see why it’s the default choice. Plus you can expect strong resale value