1974 Toyota HiLux Reviews

June 30 is D-Day. The end of the financial year is the best time to buy a new car because there are always special deals in showrooms. As carmakers and dealers aim to clear their outdated stock, Toyota uses a June push to cement its showroom leadership. Some of the special deals are on cars that have done demonstrator duty, or were built in 2012, or are just not selling as well as expected. So they're not the tastiest fruit in the bowl.But there is great buying across the board as demand for new cars fuels one of the longest growth periods in motoring. The bottom line is that you can save money -- and lots of it. So here's a look at the June sales, with Carsguide's assessment of the best deals on wheels.CITROENThe new importer is pushing hard so the Aircross SUV starts at $31,990 drive-away front-wheel drive or $33,990 with AWD, a saving of $3800. There's $5000 off the C4 Seduction turbo diesel auto hatch at $25,990. Carsguide says: The Aircross isn't great, but the C4 discount is tasty.FORDThe death notice for the Falcon and Territory has not helped buyer confidence but a 2.9 per cent finance push on Fiesta and Focus still looks good. The superseded Kuga SUV from $31,990 drive-away is a $10,000 saving. You can save about $3000 on a 2012 Escape SUV from $27,990 drive-away.The Territory gets a $6500 tickle, the TX seven-seater at $38,490 drive-away (third-row seat usually costs $2500). The impressive Mondeo liftback starts at $29,990. Good buying on Falcons, thanks to the arrival of the VF Commodore, from $33,990 and better if you haggle.HOLDENAs the VF Commodore creates queues, the outgoing Z-Series starts at $34,990 with five years' warranty and roadside assist. That also applies to the SV6 at $35,990 and the Cruze SRi and SRi-V at $23,490 and $26,990. Last year's Barina CD hatches are $15,990 drive-away with a sunroof. The Colorado is $39,990. Hard to see past the excellent Cruze SRi.HONDAClipped prices and free on-roads. The City VTi sedan is $17,990 and the (slightly) more lavish VTi-L automatic version starts at $21,990. The bigger Civic sedan is being cleared from $21,990. Free auto on the Jazz VTi at $19,990. The Civic is worth a look at $2500 off.KIAFree on-roads, discounts and $1000 gift vouchers on many models. A five-door Rio S is about $3K off at $15,990 drive-away with a $500 gift card; the three-door Rio is $14,990 and the five-door Si is $18,990. Runout Cerato TD sedans start at $17,990 for the S, saving about $5000, the Si sedan is $23,990 and hatch at $17,990. All get a $1000 gift card. Cerato SLi and SLS have drive-away pricing but miss the gift card. All Optimas have free on-roads. A 2012-build Optima Platinum is $37,990, saving about $4000 with a $1000 gift card. Most Sportage SUVs include on-roads and a $1000 gift card. Carnival and superseded Rondo pricing is drive-away. The Sportage diesel and Optima are top-notch.MITSUBISHIThe manual Lancer gets an old-school value pack on the Special Action Model for $19,990 drive-away. The Mirage is $12,990 drive-away for the ES manual, with a $500 cash-back that also applies to the auto.Driveaway prices also for the compact ASX at $24,990 for the 2WD manual, the Outlander LS 2WD auto at $29,990, Pajero GLX-R auto at $54,990 or $59,990 for VRX. Both come plus $3000 cash-back, saving about $6000.The Triton ute is now tackling Great Wall from China at $19,990 drive-away for a GL single-cab 2WD with alloy tray, or add luxury for a GLX dual-cab 4WD diesel at $31,990 drive-away with $2000 cash-back, saving about $14,000. The utes look good at those prices.NISSANA 2.9 per cent finance package, with agreed value after three years, makes the Pulsar ST sedan look good at $49 a week or $19,990 drive-away. The X-Trail ST 2WD petrol manual cops a $4000 reduction to $25,990 drive-away, while the Navara RX 4WD dual-cab manual is cheaper than ever with a $9500 cut to $30,990 drive-away. The Pulsar sedan deal is attractive.OPELThere are drive-away deals across the range. The basic Corsa is down by about $2500 to $16,990 drive-away, the Astra is from $22,990 drive-away for the 1.4-litre turbo petrol hatch with three years of free servicing, saving about $5500. The top-line Insignia sedan is from $39,990 drive-away with heated leather seats. The Astra is easily best of this breed.PEUGEOTFree on-roads at Peugeot on most models but not the cool new 208. The 4008 SUV cops a $1500 saving from $29,990 drive-away and there are deals on the outgoing 4007. Nothing to see here.RENAULTA Koleos from $26,990 drive-away looks even better with interest-free finance. The Megane hatch is from $22,990 drive-away with finance pegged at 1.9 per cent. The slow-selling Fluence and Latitude sedans are available with 2.9 per cent finance. The Megane CC convertible goes from $43,990 including on-roads. The sporty Clio RS is from $34,990 drive-away and the hotrod Megane RS has 2.9 per cent finance.Commercial deals start with the short-wheelbase Kangoo petrol manual with dual sliding doors from $20,990 drive-away, moving up to the Trafic short-wheelbase manual for $29,990 and the long-wheelbase manual for $32,990, while the Master large van starts from $46,990 drive-away. There's a five-year/200,000km warranty on all light commercials ordered in June. Hard to argue against a $3000 bonus on the Koleos but stocks are tight.SUBARUDrive-away pricing -- for savings of $3000 to $4000 -- is the bait, with Impreza pricing from $23,990 (excluding the WRX, of course). The Tribeca from $54,990 now includes on-roads but you need to visit a dealer to get the full story. Nothing outstanding.SUZUKIThe front-drive SX4 gets a Navigator pack with voice-controlled 6.6-inch satnav with Bluetooth for $19,990 drive-away for the manual and $21,990 auto. That also applies to the 2WD auto Grand Vitara at $29,990 drive-away, including reversing camera and satnav with Bluetooth. The Alto GL manual also gets satnav for $11,990 drive-away for the manual, with the Swift GL manual at $17,490 drive-away including cruise control and Bluetooth. The Grand Vitara is a polished piece.TOYOTAThere's 2.9 per cent finance on Aurion and Camry with the Camry Altise looking best at $29,990 drive-away. Other drive-away deals include $15,990 for the Yaris YR five-door, $21,490 for the Corolla Ascent automatic, $39,990 for the Kluger KX-R 2WD five-seater, $60,990 for the Prado GXL turbo diesel auto and $39,990 for the HiLux SR 4WD dual-cab ute. The right time for the cabbies' new favourite, the frugal hybrid Camry.VOLKSWAGENDrive-away pricing on passenger cars and zero finance on commercials. The Polo is $16,990 on-road, the Jetta is down to $25,990 and the Passat $36,690. The Polo is Carsguide's 2010 COTY.VOLVOFuel and servicing for three years or 60,000km plus roadside assistance. There are conditions -- with a pre-paid BP card based on 15,000km a year and $1.50 a-litre pricing -- and the latest V40 hatch is excluded. Clever twist on bargaining but a pity it doesn't apply to the V40.Paul Gover's 10 COMMANDMENTSYou must still do your homework. You must still check the fine print. You must still be prepared to haggle and compromise.But do it right, crunching the numbers and running right to the dealer's deadline, and you can drive away in something special at a special price.The starting point is all the deals, from sticker specials to cheap finance and steak knife-style free extras, being offered by most of the 60-plus brands in showrooms today.If something you want is on special, go for it. But check that the car was built in 2013, and is not a geriatric old-timer from 2012, and ensure your target is exactly what you want - not a stripped-out stocker, perhaps missing an automatic gearbox - that will cost thousands to get the way you want it.Once you lock down a target, don't think the advertised special is the end of the deal. You also need to negotiate for a better price on delivery and on-road costs, and avoid the trap of buying over-priced extras such as paint and upholstery protection, window tinting and extra-long warranties.No-one can expect to go into the ring with a showroom professional and expect to win, because buyers only get a new car occasionally and sales staff are dealing every day. But, by concentrating on the real bottom line - the changeover price - and being prepared to compromise, you can come out ahead.The best tips are the simplest. Run as close as you can to June 30 to sign the deal and get the car, because dealers are all aiming for targets that can mean tens of thousands in bonus money from headquarters. Also be prepared to take a car they have in stock, even if it's not your favourite colour, because dealers are aiming to clear everything they have on the lot.And have your finance in place before you arrive, especially if you're taking up a special deal, because that makes things quicker and you'll also be spared any hassle and potential extra costs.Watch out for 2012 cars because the warranty clock has already been running, don't forget that a big discount today will also mean less at changeover time, and remember that a demonstrator car could have had a hard life already. 

Towing the tools during the week and the toys at the weekend has never been easier or more comfortable. Where once the tradie ute was a two-door three-on-a-bench cabin with a column-shift gearbox and an AM radio that made an alarm clock/radio sound good, 21st century machines are far closer to passenger cars.The venerable Toyota HiLux has come under fire from all sides, copping blows from Japanese, German and even locally developed Thai-built Ford products in recent years. Yet the Toyota workhorse finished 2012 as the second biggest-selling vehicle on the local market, as well as the most popular ute and best-selling four-wheel-drive within a segment that's grown substantially.By the end of 2003, there were 50,670 4WD pick-up/cab-chassis vehicles sold in a market that totalled 909,811 sales. Fast-forward five years and the 4WD ute segment totalled 83,308 with 12 models from nine brands on sale in a total market of 1.01 million.Last year, in a total market of 1.11 million, it speared well past the six-figure mark, recording 124,536 sales for 14 models from 11 brands. The reason: versatility. The more recently released dual-cabs now warrant some design focus to make the rear seat useful for more than short trips to the shop at smoko.Right-angled seat cushions have made way for more comfortable benches, lap-sash seat belts and child anchors. Road manners are far less rudimentary. The features lists have improved -- FM radio, seat adjustment and aircon are no longer considered namby-pamby -- as has the level of safety gear, with airbags, anti-lock brakes and even stability control fitted in recent times.The fleet market was largely responsible for putting the HiLux into the top 10 vehicles list but plenty of user-chooser customers need a more versatile machine. The result of expanded choice in the segment and increased competition has led to a wide range of makes and models, each with plenty of kit.HiLux still rules the roost but the others are gaining, adding features and sharpening prices to get a bigger chunk.2008 Toyota Hilux SR5 4WDEngine: 3.0-litre 4-cyl turbo dieselTransmission: 4-speed automaticThirst: 9.5L/100kmCARSGUIDE SAYSThe HiLux has been the dominant force in dual-cab utes, with the brand's reputation for reliability no small factor in its popularity. The SR5 has dual front airbags, aircon, cruise control, 15-inch alloys, nudge bar and anti-lock brakes, but tilt-only steering2008 Nissan Navara ST-X 4WD D40Engine: 2.5-litre 4-cylinderTransmission: 6-speed manualThirst: 9.8L/100kmCARSGUIDE SAYSNavara has been a sales gem for Nissan and this example has been optioned up to include roof racks and a canopy. It sits on 16-inch alloy wheels and packs more power and torque than the HiLux, as well as a few extra features to give it a look-in for the sales race, such as a rotary switch for the 4WD system.2010 Mitsubishi Triton GLX-R 4WDEngine: 2.5-litre 4-cyl turbo dieselTransmission: 5-speed automaticThirst: 9.9L/100kmCARSGUIDE SAYSExtra kit was also Triton's ticket in, given the HiLux's dominance. It has front and side airbags, a fifth ratio for the auto (HiLux still has four), stability control, 17-inch alloys and neat touches such as the roll-down rear window. The look isn't to all tastes but the bullbar takes care of some of that.

These utes were rough as guts a decade ago and few families could put up with them, but they have advanced to the point of being a realistic family car option.With the ability to work hard but also lug boats, caravans and trailers of up to 3500kg as well as cross rivers, conquer mountains and pick up the shopping, it's easy to see the appeal.A wave of new family friendly trucks has arrived in the last two years, lead by the Volkswagen Amarok, Ford Ranger, Mazda BT-50 and now the new Holden Colorado. CarsGuide assembled the challengers and the reigning sales champion, the Toyota Hilux, at the Melbourne 4x4 Training and Proving Ground in order to pick one winner.A recent facelift upped content and lowered prices Customers can choose from a thirsty 4.0-litre petrol V6 (175kW/376Nm) or a 3.0-litre four-cylinder diesel (126kW/343Nm), which lags behind its rivals when it comes to low down lugging (torque).While six gears are common these days, the Hilux makes do with a five-speed manual or optional four-speed automatic. Low range is selected with a lever, unlike the other models fitted with a simple dial.The tow rating is the lowest in the class, 1000kg below the maximum tow rating of the Colorado, which could be an issue for some.VERDICTThe interior is spacious and there are some smart storage areas, but the dashboard is old and plain despite a new colour centre screen.It managed the tough terrain with ease, but the Hilux goes to the back of the class due to its ordinary on-road dynamics and jumbled ride, which all points to an old body and chassis. Its engines and transmissions are also getting on.This might have been the benchmark seven years ago, but times have changed and the Hilux drives like an old-school ute.Toyota Hilux SR5Type: 4x4 crew cabPrice: $50,990Engine: 3.0-litre four-cylinder turbodieselPower: 126kW at 3600rpmTorque: 343Nm at 1400rpmTransmission: Five-speed manual, optional four-speed automatic ($2500)Towing: 2500kgPayload: 835kgFuel Economy: 13L/100kmSafety Gear: Electronic Stability Control, anti-skid brakes, driver and passenger front and side airbags, side curtain airbagsThe Amarok was new last year and bucked the trend with a small 2.0-litre diesel which it fits with one or two turbos depending on the model.Our test ute has the 120kW and 400Nm version which is especially economical (7.9L/100km). Right now a six-speed manual is the only option, but an automatic is coming this month along with more power and torque. The tow rating is a little low at 2800kg, but should increase too.It has all the safety gear but there is no airbag coverage for the rear seats.VERDICTThe Amarok is one of the best in class, with a spacious interior, good cargo area and relatively good handling. The engine is underwhelming in this category. It needs to be pressed hard and, as a result, can get intrusively loud.The Amarok is also too easy to stall at low speed. Its manual gearbox is crisp and shifts easily. An auto version of this should be good, but we'll have to wait and see.The interior is quite plain and drab compared to the Ranger, but it is all very practical. There is no Bluetooth, which is a glaring omission (we're told it is coming soon).Volkswagen Amarok Highline TDI 400Type: 4x4 crew cabPrice: $52,990Engine: 2.0-litre four-cylinder twin turbodieselPower: 120kW at 4000rpmTorque: 400Nm at 1500-2500rpmTransmission: Six-speed manual, no automatic optionTowing: 2800kg (braked trailer)Payload: 992kgFuel Economy: 7.9L/100kmSafety Gear: Electronic Stability Control, anti-skid brakes, driver and passenger front and side airbags (not curtain airbags).This is the newest truck on the block and has the highest towing rating of 3500kg. It's built off the same base as the Isuzu D-Max but is significantly different. The base Colorado gets a 2.5-litre four-cylinder diesel with 110kW and 350Nm.A strong 2.8-litre four-cylinder turbodiesel is standard on the higher spec models and provides 132kW and 440Nm. This jumps to 470Nm when customers order the optional six-speed automatic, though power remains the same.VERDICTIt isn't the sharpest tool in this shed, but the Colorado still has a lot going for it. The big Holden is comfortable around town, but its soft suspension means it moves around at higher speeds on bumpy roads. It doesn't like corners you need to turn the wheel a lot to get around tight ones.The 2.8-litre engine is the loudest, but the pitch is not irritating. It pulls as hard as the BT-50 and Ranger five-cylinder. We like the very roomy interior, but the dashboard of the high-end LT-Z looks cheap with ordinary plastics and a retro digital display.Holden Colorado LT-ZType: 4x4 crew cabPrice: $49,990 (plus $3230 hard tonneau and snorkel)Engine: 2.8-litre four-cylinder turbodieselPower: 132kW at 3800rpmTorque: 440Nm at 2000rpm (auto 470Nm)Transmission: Five-speed manual, six-speed automaticTowing: 3500kgPayload: 1000kgFuel Economy: 9.1L/100kmSafety Gear: Electronic stability control, front driver and passenger airbags, side curtain airbagsLike its Mazda twin, the Ranger is new except for its revised engines. Entry level Rangers are sold with a four-cylinder petrol engine. Then is a choice of a 2.2-litre four-cylinder turbo diesel (110kW and 375Nm) and a 3.2-litre five-cylinder (147kW and 470Nm).Shared with Mazda, these are the strongest in the class. Transmission choices are a six-speed manual or six-speed automatic. The maximum towing capacity is a considerable 3350kg.VERDICTThe Ranger XLT comes with the most gear, but is also the most expensive. Its interior is spacious and practical and the dashboard and instrument cluster is stylish (in a masculine way) with a high quality colour information display and quality surfaces.The 3.2-litre engine sits at the top of the class in terms of performance, but (as is the case with the BT-50) makes a slightly annoying and inconsistent rattle (injectors apparently).The ride is better than the Mazda's but firmer than the others. The upside is brilliant handling and excellent suppression of big bumps, especially on country roads. We also like the sharp and direct steering and quiet cabin.Ford Ranger XLTType: 4x4 crew cabPrice: $53,390Engine: 3.2-litre five-cylinder turbodieselPower: 147kW at 3000rpmTorque: 470Nm at 1500-2750rpmTransmission: Six-speed manual, optional six-speed automatic ($2000 extra)Towing: 3350kgPayload: 1041kgFuel Economy: 9.2L/100kmSafety Gear: Electronic Stability Control, anti-skid brakes, driver and passenger front and side airbags, side curtain airbagsThe BT-50 is the same as the Ranger under the skin, but Mazda and Ford came up with their own interior and exterior designs. It is available with a 2.2-litre four-cylinder turbo diesel (110kw and 375Nm) or a 3.2-litre five-cylinder turbo diesel which pumps out a handy 147kW and 470Nm.You can have a six-speed manual or six-speed automatic. The maximum tow rating for the big Mazda is a respectable 3350kg. Mazda fitted the test BT with a bull bar and alloy wheels which cost $6540.VERDICTThe BT-50 has much the same strengths as its Ranger twin, including strong engines, but there are some differences. Firmer suspension tuned for sportiness, means a fidgety ride on imperfect roads. The interior is plain, but the quality is excellent.BT-50s are cheaper than rival Rangers (about $4000 in some cases) but usually have a little less gear. Then there is the appearance. It is ugly and looks like a Ssangyong. The bull bar covers up the worst elements, but costs more.Our BT-50 suffered a mechanical problem in the middle of a water crossing, which the other vehicles managed repeatedly without incident. It has been trucked back to Mazda for a diagnosis.Mazda BT-50 XT-RType: 4x4 crew cabPrice: $48,810 (plus $6540 bull-bar and wheels)Engine: 3.2-litre five-cylinder turbo dieselPower: 147kW at 3000rpmTorque: 470Nm at 1750-2500rpmTransmission: Six-speed manual, optional six-speed automatic ($2000 extra)Towing: 3350kgPayload: 1097kgFuel Economy: 9.2L/100kmSafety Gear: Electronic Stability Control, anti-skid brakes, driver and passenger front and side airbags, side curtain airbagsCONCLUSIONThe Hilux might top the sales charts, but the ageing warrior finishes a clear last in this company. We'd be happy to recommend the Volkswagen, Ford, Holden and Mazda, which all demonstrate how far crew cab utes have come.An underdone engine and lack of automatic transmission knocks the Amarok out of contention in this test, along with a plain interior and some missing gear, but upcoming changes could put it back in the hunt.The buff Colorado is a comfortable cruiser and its engine is a bit rough but it lugs along without fuss. Ordinary handling and a cheap interior prove the difference here but it is surprisingly easy to live with.That leaves the twins. The engines can be intrusive and automatic transmissions can hunt but they are clearly the best trucks here. The BT-50 is the best value for money, but has an uncompromising ride and plain cabin. Sadly, the awful styling will put off many buyers.The pricier Ranger does everything the Mazda does, but rides better, has a bit more equipment and looks great. Its superior interior seals the deal.Others:Nissan's Navara is old, but good. New pricing makes it worth looking at. The new D-Max is Isuzu's take on the Colorado and is a contender. Mitsubishi's Triton is in the same class as Hilux: its best days are behind it.

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.VALUEWe'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.TECHNOLOGYThis 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.DESIGNForm 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.SAFETYThe 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.DRIVINGThere 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.

The arrival of the Toyota Hilux at the top of the sales chart a couple of years ago showed that Australians were looking for an all-  round vehicle that could perform a number of roles. In its high-end dual-cab configuration it could be a family car, but at the same time it could haul a tradie's trailer, tow the caravan around the country on the trip of a lifetime, or simply look cool cruising to the beach. The humble ute is no longer just a working class vehicle. Toyota covered all bases by offering a wide range of body styles in two and four-wheel configurations, and the choice of petrol or turbo-  diesel engines. The 2005 Hilux had more cabin space, bigger payloads, better performance and economy, and improved safety, comfort and equipment.Underneath lay a conventional ladder chassis with coil spring front suspension and semi-elliptic leaf spring rear suspension. Steering was by power-assisted rack-and-pinion and brakes were a combination of front discs and rear drums, with ABS available on the SR5.At the working class end of the range the Workmate had an updated 2.7-  litre four-cylinder petrol engine, but the heroes of the line-up had new V6 and turbo-diesel engines. The new 4.0-litre V6 petrol engine put out an imp ressive 175 kW and 376 Nm, which gave it all the punch you could possibly want on the road. The stunning performance did come at a cost, however, as the big V6 sucked unleaded like there was no tomorrow. The answer to the pump blues was the turbo-diesel, which boasted impressive performance with 120 kW and 343 Nm, while delivering much better fuel economy. Both the V6 and the turbo-diesel could be coupled with manual or automatic transmissions, and both were available with rear two-wheel drive or four-wheel drive.Now Toyota has always boasted that the Hilux is unbreakable, but perhaps it's not as unbreakable as they've led us to believe. A potentially very serious problem has come to light affecting the 1KD-FTV diesel engine used in the Hilux (and the Prado) relating to the fuel-injector seals. The seals can leak letting blow-by gases enter the engine oil stream, which can turn the oil to carbon and eventually clog the oil pickup in the sump and in some cased starve the engine of oil. The worst case scenario is engine seizure. Such is the seriousness of the issue that Toyota has had a recall on Hiluxes in the UK, while in New Zealand the company has introduced a requirement to change the injector seals every 45,000 km, presumably to avoid the problem affecting engines in that country. We have had a report of one total engine failure here at Carsguide, requiring a new engine, and two others where the engines were inspected and found to have carbon at least partly clogging the oil pickup. In these cases the engines were saved before they too seized. The suggestion is that had they not been inspected and allowed to run on they too would have suffered a major engine meltdown. To date there has been no indication from Toyota here that they will instigate a similar recall campaign as their UK cousins have done. Owners of Hiluxes with the 1KD-FTV engine would be well advised to have their dealers inspect the oil pickup to check on carbon buildup and have it cleaned if carbon is found.It's possible to inspect the oil pickup by inserting a probe through the oil drain plug without removing the sump. It would also be prudent to change the injector oil seals. In 2010 Toyota recalled 4WD models to check for a possible failure of the tailshaft support bracket.Ensure any vehicle you're thinking of buying has been checked and cleared of this problem. With the potential to be used as a tradie's work hack or offroad it's important to thoroughly inspect any Hilux being considered for purchase. It's particularly important to check underneath any 4WD model for damage. We've heard of CV joint seals splitting, so make these one of your checks. Check for regular servicing and, particularly in light of the potential issues with the diesel, check for evidence of regular oil changes.SMITHY SAYSTough as nails, but be aware of potential for oil starvation problems with the diesel engine. It's a deal-breaker.Toyota Hilux 2005-2009Price new: $20,990 to $51,850Engine: 2.7-litre 4-cylinder petrol, 118 kW/241 Nm; 4.0-litre V6 petrol, 175 kW/376 Nm; 3.0-litre 4-cylinder turbo-diesel, 120 kW/343 Nm.Transmission: 5-speed manual, 5-speed auto (V6), 4-speed auto (TD), RWD, 4WDEconomy: 13.1 L/100 km (V6), 8.5 L/100 km (TD)Body: single cab, extra cab, double cabVariants: Workmate, SR, SR5Safety: 4-star ANCAP

Former Prime Minister John Howard knew what it was like at the summit.Like any peak in geography or commerce, the top is lonely, cold and the footing is treacherous. Add to that the hundreds of voracious rivals biting at your ankles to prove that winning does have its price.Like John Howard, Toyota's Hilux has stood at the top of an Australia mountain for decades. The ute mountain. Almost 700,000 have been sold here since 1968 and more than half were 4WDs.Unlike John Howard, Toyota has regularly visited the make-over artist for a new look and it's this refreshment that has kept the Hilux the market winner.New for 2011 is a sheet metal exercise for the nose and extras for the cabin. Not much, really. But maybe it won't take much to stay ahead.VALUEIf there's one complaint about the Hilux it's the constant whinging by buyers about the price. Most say it's too expensive. Perhaps the rivals are too cheap. Regardless, at $53,490 the SR5 dual-cab 4WD turbo-diesel automatic doesn't look cheap but for 2011 comes with a heap of extras and a $2200 price reduction on the 2010 model.The upgraded features includes a beaut touch-screen audio and sat-nav unit; Bluetooth; auto climate aircon; six airbags; and electronic stability control. It's not cheap - though what is? - but resale is strong.DESIGNForgetting the Holden and Ford car-based utes for a moment, the Japanese-bred workhorse versions are becoming so stylish even your wife will drive one. Maybe. All look good in the driveway and the Hilux doesn't disappoint with a family grille - resembling the Kluger - prominent enough to mark it as a new model.The rest of the ute is as before though the cabin has a more  upmarket feel, the touch-screen audio looks almost luxurious; and the practicality remains. But the tail gate is still to heavy compared with many rivals and the manual operation of the low-range transfer case is old hat.TECHNOLOGYThe drivetrain is a carry over from 2010 which is actually date-stamped 2005. It will be another four years before a really new Hilux appears. But though it all sounds oldfashioned, the SR5 will easily hold its head high among the newcomers. The 126kW/343Nm 3-litre  diesel looks down on power compared with others but that doesn't transfer to on and off-road feel.The auto is a five-speed unit and together with the diesel, Toyota claims 9.3 L/100km for the 4WD. Suspension is simple wishbones at the front and leaf springs out back, with front disc brakes and rear drums.SAFETYYes, the SR5 gets ESC, traction control, brake assist and brakeforce distribution plus six airbags. But it is the only Hilux model to get these safety features as standard. They are o ptional on some other versions. The Hilux has a four-star crash rating which compares, for example, with the five-star result for the Ford Ranger and Mazda BT-50.DRIVINGLike most 4WD utes, the Hilux diesel works as an automatic. The box picks up the best shift points and that extends to working perfectly in sand. I trundled the Hilux down a distant beach and, with the tyres down to 12psi, confidently but slowly paddled around the bay's foreshore. It's still a very good engine - despite the co mpetition - and gearbox, but an electric transfer case would make life easier.The manual shift is stiff to the point of rigid, awkward and imprecise. Cabin comfort is good - but the engine isn't quiet, notably when accelerating - while room is on par with most but down on rear seat legroom on the Ranger/Mazda pair. Typical of the genre, the turning circle is wide and the steering wheel feel is vague while braking power is just adequate. Simple suspension works prfectly with excellent rear wheel  travel to maximise traction.VERDICTYes, it's just a makeover and there's a long way to go before an all-new model but the Hilux remains extremely competent and competitive.

The best ad for a Toyota Hilux doesn’t show the ute in the gleaming state you’ll see in its marketing campaigns. Instead, this one is battered, burnt and blown-up. It sits in the UK studio for TV show Top Gear, whose hosts tried serial attempts to kill it, including crashing it, hitting it with a wrecking ball,  setting it on fire and leaving it in a building during an explosive demolition.After every assault it could be started again, and this refusal to lie down and die has earned the workhorse a reputation for being indestructible. The toughness is just one of the reasons the HiLux is Australia’s top-selling ute, and some months tops vehicle sales across all classes.Another is the almost daunting number of variants – 35 in the current line-up – which means that there’s a HiLux in just about any combination of fuel, cabin, drive and tray choices you can dream up.The revised HiLux range has carried over its three engines: a 3.0-litre four-cylinder turbodiesel, and two petrol units: a 2.7-litre four-cylinder and 4.0-litre V6. We’re testing the V6 mated to the five-speed automatic, which develops 175kW of power at 5200rpm and 376Nm of torque at a high-ish peak of 3800rpm – the latter up on the manual shifter by a handy 33Nm.Offroading duties are handled by a manually-shifted transfer case offering 2H (high-range two-wheel drive), 4H (high-range four-wheel drive) or – for real rock-crawling -- 4L (low-range four-wheel drive). Like quite a few other utes, it still uses a leaf-spring rear suspension, coupled with a coil-spring double-wishbone for the front, with the upgraded range given revised calibration.With it weighing in at 1840kg, you don’t expect it to be a fuel-sipper. But the 13L/100km combined is fairly respectable – if you can keep it down to that. We were hard-pressed to get it below 18L in a circuit that was half town and half country, while the next few days of city streets shot it up above 20L/100km. That’s going to also increase if you take advantage of the HiLux’s 970kg payload, or its towing capacities: 750kg unbraked and 2500kg braked.Toyota has tweaked the HiLux prices to fend off growing competition – particularly from the Volkswagen Amarok and just-arrived Ford Ranger. But even with that, our test vehicle in SR5 top-spec level still comes in at $53,490, which is a bit of a wallop even for something that is supposedly going to outlive you. Perhaps you can convince the kids it’ll be part of their inheritance.But at that price the workhorse gets some show pony features, like the 6-in touchscreen satnav – with traffic jam and school zone alerts – that incorporates audio, USB jack, Bluetooth phone and voice command. The list includes a leather-wrapped steering wheel with remote controls for phone and audio, automatic headlights, dark-tinted glass and climate-control aircon.So what are the rivals? Not many, if you’re set on having the combination of an auto petrol dual-cab ute with 4WD. And there’s a reason for that: people who mainly want to lugs loads or go offroad will find that diesel – whether auto or manual -- generally does it better. But if your heart’s set on petrol, there’s a Holden Colorado that will leave $14,000 in your pocket. That’s a big saving, but it’s not 4WD, has less power and torque and is just about as thirsty. Plus there’s a new one nearing, likely with a more economical and powerful V6 than the current unit.For around the same price point as the petrol HiLux – but on the diesel side of the bowser island –  the Mitsubishi Triton GLX-R turbo-oiler is $3000 less with solid spec and the Overlander 4WD of the Year trophy on its shelf.  The VW Amarok TDI in Highline spec is $1500 less, with a capable and economical engine, and good driving characteristics, but only with a manual transmission. And Nissan’s Navara ST-X D40 should also get a look in at $250 less, with a good serving of torque for towing but with only five speeds on the auto.And for exactly the same price as the petrol HiLux, there’s the diesel version but with less power and torque at 126kW/343Nm.  But while it’s 33Nm less torque, it comes in at a much handier 1400rpm rather than the petrol’s 3800rpm. But if you’re prepared to shell out $2000 more than on the Hilux, the real challenge could come from the well-specced $55,490 Ford Ranger, with a six-speed sports auto delivering 470Nm of torque.  Or you could shell out $52,710 for the same drivetrain in the Mazda BT-50 GT, with the savings perhaps compensating for its rather polarising looks.And if torque’s the main game for you, there’s the Nissan Navara ST-X 550 D40, with a whopping 550Nm on tap through a seven-speed auto – but also with a whopping $60,990 price tag. Still, it will probably tow your house if you want to take it with you.The upgrade has changed everything forward of the A-pillar, bringing a more modern grille and shaping to the front bumper and headlight clusters. It also adds chromed exterior mirrors, body-coloured fender flares and a restyled polished sports bar – which looks even flasher than the previous one but still eats into usable load space just as much.Interior changes include sports seats for the front passengers and a redesigned dashboard with clean horizontal layout. It all seems fresher and a bit more sophisticated, but still looks like you could fill it to the steering column with mud and then hose it out without it getting too bothered. Even the satnav looks tough and utilitarian. When you start using it, you’ll also find it’s simple and intuitive, which comes as a relief after some of the high-tech puzzles starting to infest interiors.Rear-seat passengers will have no complaints about room, but taller drivers could find it hard to get the right possie with the high-set seat – which means not much distance to the roof for tallies -- and lack of reach-adjustment on the steering wheel.It’s a letdown to see that the middle passenger in the rear seat gets only a lap belt rather than lap-sash. But the other disappointment for a vehicle that begs to be treated roughly is that the crash rating is only four stars. However it has a raft of safety features that includes six airbags – including side and curtain-shield -- and stability control.The HiLux might come up short on the Lux, but it definitely delivers the high side of things. Slip into the driver’s seat and you’re looking down on just about all other traffic, including most SUVs on the street. It’s an immensely satisfying position to be in, and gives instant insight into – and perhaps a few fantasies about – the world of monster truck racing. There’s a feeling you could effortlessly climb up and over any obstacle, including the moron in a BMW X5 who’s just cut you off and then slowed to a weaving crawl while calls his broker.It’s best to avoid the impulse of course, but it’s nice to feel the HiLux 4WD would be happy to give it a shot. Take it off the bitumen, and it shows it’s definitely up for the job. While it mightn’t have the more refined technology of dial-up modes, the manual-shifted low ranges are fine for overgrown fire trails and creek crossings.  And a reasonably jacked-up ground clearance will handle a lot of washout and gully work if you watch the approach and departure angles.But if you’re going to put it through its paces, you’ll ride better if you load it up first. Even on bitumen surfaces, an empty tray means you’ll be bouncing around like a terrier at teatime. It almost needs to come with a 200kg ballast as an optional extra to keep the suspension settled when you don’t have a payload. But loading it up is when you’ll remember you’ve got a petrol engine. While it’s strong enough for most everyday driving, the torque doesn’t come in low enough and strongly enough when you want it to tackle a big job. That’s the day you’ll wish you’d shelled out for the diesel.

Toyota is polishing up the HiLux team, readying for a fierce season as new and improved players take to the ute field. The HiLux, as a two and four-wheel drive, remains the country's favourite ute but faces renewed attack with the imminent arrival of all-new Ford Rangers, Mazda BT-50s and Holden Colorado. Then there's

Sitting forlornly in our shed is an old HiLux, with hose-out trim, a column-shift and a radio that's not familiar with Frequency Modulation - a proper workhorse. Fast-forward to 2011 and Toyota are selling them by the boatload - more than 700,000 so far and it is still a regular podium finisher each month in the

It took a while but Toyota has finally added electronic traction and stability control to its HiLux SR5 dual-cab diesel. There are additional changes to the SR5 as well, and some other upgrades down the model range, but the addition of the electronic chassis controls to the SR5 is really the main-event news.You may not think that this isn't anything to get too excited about and, if this is the case, you probably need to think again. Electronic stability control is a significant on-road safety bonus while traction control can make a huge difference off-road.In the case of a vehicle like the HiLux, the addition of these electronic controls are even more deeply felt due to the design compromises that are inherent with all utes.Toyota, of course, is not the first to introduce these upgrades to mainstream Japanese utes as both Mitsubishi, with its Triton and Nissan with its Navara, beating Toyota to the punch.Nissan's situation is much the same as Toyota with the electronic controls only available on its top-spec dual-cab 4WD diesel (the ST-X) whereas Mitsubishi has traction and stability control available right across its 4WD Triton range, either standard or as an option.We drove the HiLux on some moderately difficult off-road tracks and while a HiLux without traction control would have probably made it through, the addition of traction control makes it that much easier for both the driver and vehicle.The essential off-road limitation with all utes (at least when they are unladen) is a lack of weight on the rear wheels. Add in the fact that a leaf-sprung live axle, standard fare on the rear of all the utes in this class, doesn't have the travel of a good coil-sprung live axle, and you can quickly struggle for traction in more slippery or demanding terrain.To overcome this, most drivers simply use a little more momentum to get up, over or through any tricky bit. In practice this generally works well but it does risk more damage to the vehicle. The beauty of traction control is that you can tackle the worst bits at a far easier pace and if one or more wheels start to lose traction and spin, the traction control will intervene as good as instantaneously to stop the wheel spinning without any interaction by the driver. In a word, the addition of traction control has pushed the HiLux right up to the front of the pack off road once again.The only notable change for 2011 is the wheel and tyre package have been changed from the 255/70R15s used previously to 265/65R17s. The 15s were good in terms of off-road practicality, but the ever-diminishing choice of 15-inch tyres was a problem. The 17s also improve the on-road steering and handling, especially the turn-in precision.As ever, the HiLux diesel offers an excellent spread of power, even though it may be down on claimed maximum power, and high levels of refinement. At this stage however, Toyota is yet to upgrade the towing capacity which, at 2250kg, is now well behind the class average.