1974 Toyota HiLux Reviews

Different manufacturers call their four-door utes different names double-cab, crew-cab or dual-cab.

There was no love at first sight. The HiLux looked a bit soft, the driveline — auto transmission and V6 — sounded harsh, the driver's seat was a touch too high for a taller driver and that bloody seatbelt warning chime was fired up by the least amount of movement.Maybe it was after years of jumping in and out of diesel-engined utes — once rattling loud but these days quite smooth and reassuring — that the Toyota's V6 felt coarse.  Maybe the HiLux's style, inside and out, had gone too fancy-dancy for a work truck; there's even LED sparkles for parking lights. And the single cab-chassis ute looked a little low at the front.But a week, and a tonne of gravel later, this four-wheel drive SR Toyota had become a handy home-away-from-home. For all the car-like qualities, the HiLux remains a faithful worker, down the highway and across the paddocks.The HiLuxes were the first of the latest generation utes; smarter and more comfortable and bigger than the last lot. To date Toyota, Nissan (Navara) and Mitsubishi (Triton) have moved on with the Ford/Mazda, Isuzu and Colorado still to follow.Today the HiLux, two and four-wheel drive, remains the country's best-selling ute although there is a fair whack of commercial business compared with private business in those sales.  This seventh generation Toyota ute arrived in 2005 and kept the HiLux name (now 30 years old in this country) moving forward, since then there's been little updates to both style and mechanicals.By October last year there were 32 variants of HiLux with two and four-wheel drive versions, three cabin styles, three engines, manual and automatic transmissions plus three grades of equipment.  The single cab-chassis, four-wheel drive SR HiLux with auto and V6 we tested sits somewhere around the middle of the pack.Fit-out and equipmentComfort features range from power windows to a stereo with USB port and Bluetooth compatibility, SR grade also scores a most comfortable four-spoke steering wheel with audio controls.  A bonus in the cabin is a couple of dashboard cubby holes for storage. And outside this one arrived with a decent factory dropside tray with wooden floor.DrivingSo off to the gravel shed, load up with a tonne of 20mm stones and head out of town. This settles the ute down. Settles it down quite a lot, plenty of grip at the rear but a little less steering feel up front.Steady as it goes then and the HiLux, at around 90km/h, is comfortable with the workload. The big hills need some respect, maybe a drop down from fifth and a little more throttle.But now the driveline no longer sounds rough around the edges. With a job to be done the ute feels and sounds happier. Only the warm smell of brakes on the other side of the big hills confirms there is real work here.Into four-wheel drive, slow and easy across the creek without a bump or scrape. Up a damp dirt hillside track with a little momentum and time for a beer. The hard work was next day, shovelling off a tonne of rock.  By the time the HiLux was headed for home, there was affection for the machine.Unladen it steered, braked and rode with decent manners. The engine and transmission no longer felt coarse, the back end well-behaved and the HiLux loped along at an easy highway pace.  All this cost close on 14 litres per 100km, quite acceptable for the roads and the load.And so the adventure ended with a little more love... apart from that bleeping seatbelt chime (most annoying when working in the paddock). The HiLux is a pretty decent machine, albeit at a pretty decent price.Toyota HiLux SRPrice: from $38,140Body: Single cab chassisEngine: 4-litre V6Power: 126 KW/3600rpmTorque: 343 Nm/1400rpmTransmission: Five-speed auto, four-wheel driveMax rear axle capacity: 1600kgMax towing: 2250kg

Australians have long been known for their love of the work ute, and the humble HiLux has long been their clear favourite.

People regularly ask us the question, should I buy a Prado or a dual-cab HiLux? … almost as often as the question what's the best, Prado or Pajero.Prado and HiLux are the biggest selling vehicles in their respective classes so it's not surprising that the wagon versus dual-cab ute question most often revolves around these two. For the purpose of this comparison exercise we have chosen the popular turbo-diesel models (in automatic guise) rather than the V6 petrols.SPEC TESTEDThe Prado is a mid-spec GXL model while the HiLux is a top spec SR5, the nearest equivalent to the Prado GXL in terms of equipment given that Toyota doesn't offer (not yet, anyway!) luxuries like leather, sat-nav or safety kit like electronic stability and traction control in a 'Lux.PRICINGAt these spec levels the Prado asks $61,040 (plus on-road costs) while the HiLux is $53,980. Add $2500 for a genuine Toyota or aftermarket canopy to bring the ute up to the storage functionality of the wagon and you are looking at a difference of less than $5000.One may be a ute and the other a wagon, but Prado and HiLux share much in common as far as suspension, safety and engines go. But there are differences, and important ones at that.SUSPENSIONThe HiLux's rear axle is sprung and located by traditional leaf springs while the Prado's rear axle is sprung via coils and located by four trailing arms and a Panhard rod.4WD SYSTEMSJust as significant is the fact that the HiLux uses old-school part-time 4WD while the Prado has full-time 4WD via a torque-sensing centre differential.ENGINESThe HiLux's engine is also in a lower state of tune than that of the Prado. While both make similar maximum power (126kW for the HiLux and 127kW for the Prado), the Prado has a higher maximum torque output (410Nm versus 343Nm). This extra torque translates to more power right through the rev range with the HiLux only coming close to matching the Prado in the higher reaches. The Prado also has the added advantage of a five-speed automatic while the HiLux has to make do with the four-speed auto that was used in the Prado before the five-speeder was introduced.With considerably more power just about everywhere and the benefit of its five-speed auto the Prado has the wood on the HiLux for performance. But the difference is not as much as you might think, as the HiLux is some 300kg lighter than the Prado.What's more noticeable than the actual performance difference is the fact that the Prado feels more relaxed and effortless than the HiLux, which seems to work harder to achieve less. Much of this comes down to the two gearboxes. The Prado's five-speeder is 'smarter' and more decisive than the HiLux's four-speeder and it shifts more quickly and more smoothly. For its part, the HiLux's box shuffles between the gears more and slurs the changes and doesn't feel as effective in getting the most out of the engine.FUEL ECONOMYInterestingly both HiLux and Prado have an ADR fuel figure of 9.3 litres/100km, which suggests the Prado's more powerful and sophisticated powertrain makes up for the HiLux's weight advantage. Our test figures from a driving mix that included a fair proportion of off-road work saw the HiLux consume 11.9 litres/100km while the Prado was slightly thirstier at 12.8 litres/100km.OFFROAD ABILITYThe Prado continues to win the battle off road. While a standard GXL Prado doesn't have the advantage of the traction control that's standard on top-spec models and optional other automatic Prados (including the GXL), it does have a couple of advantages over the HiLux. Most importantly its rear axle has more travel than the HiLux but it also benefits from lower gearing.But more significant than these advantages is the fact that the Prado is far more comfortable off-road than the HiLux, at least when the HiLux is lightly loaded. With the extra weight of a canopy and/or gear in the tray the HiLux's ride would be more forgiving but, unladen, or even lightly loaded, the ride is hard. That's just a fact of life with a ute.WAGON VS UTEAside from the fact that the Prado seats eight while the HiLux seats five, the wagon does have other advantages over the ute. The Prado's front seats are far more comfortable and the rear seat more accommodating than the HiLux's in terms of leg, shoulder and hip room. The Prado also has lap-sash seat belts for all eight passengers while the HiLux's rear centre seat is fitted with a lap-only belt.Read more great 4WD and off-roading news in the latest edition of Overlander magazine or visit www.overlander.com.au

For tradies wanting bragging rights of king of the utes at the building site, or campers or fishers who want a quick, powerful 4WD ute to get along the dirt tracks and the highway blacktop, this thing is the answer.It looks like a dressed-up Toyota HiLux crew-cab ute.Which is what it is. But much more: it has the extra muscle to go with the hot-rod looks. Yet it remains a dinkum 4WD, complete with low-range transfer 'box. It's called the TRD HiLux, the initials meaning Toyota Racing Development, an arm of Toyota Australia that takes a popular vehicle and enhances it with engineering and aesthetic improvements.Now, there's not much wrong with the HiLux 4WD to start with when it comes to a dual-cab ute. The TRD version is for people who want to do it faster — and they get some extra equipment and nicer interior thrown in as well as the stronger brakes you'd expect of a high performance model of a 2810kg vehicle.The V6 four-litre petrol engine has twin camshafts per cylinder bank and an Eaton supercharger bolted on, with intercooler. Power rises 28 per cent to a V8-like 225kW at 5400rpm and torque is up 20 per cent to a meaty 453Nm at 3400rpm.But there's so much torque available from low down in the rev range that, left in two (rear) wheel drive, a prod of the throttle on a loose-surface corner will easily break traction of the 265/65 tyres (on 17in alloy wheels) and have the back sliding out.This means dirt roads, offroad or even wet bitumen. It can be fun but also it needs to be treated with care. There's no ESP nor traction control.Official fuel consumption rating is 12.9 litres/100km. Put the foot down and it hoses through premium unleaded. Yet, take it easy, drive quietly and you can easily return better than that figure. TRD HiLux comes with a five-speed automatic that has paddleshifts — out of character in a 4WD ute but great all the same.A separate floor lever is used for on-the-fly changes between 2WD and 4WD in the 4000SL version and for low range.TRD HiLux comes with twin front airbags, ABS brakes, airconditioning, cruise control, power windows, remote central locking, Bilstein shock absorbers, 17in alloy wheels, bigger brakes and calipers, body kit of over-fender flares, sidesteps, front bumper and mesh radiator grille, plus sports bars and leather-wrapped steering wheel and shift lever. The 4000S is $59,990.THE 4000SL at $64,990 adds automatic disconnecting front differential (to allow changes between 2WD and 4WD up to 100km/h), leather seats, six-stack CD, smooth-sided rear deck and TRD carpet mats.DRIVINGWe drove the TRD 4000SL HiLux and noted it cruised at 1900rpm at 110km/h. Keep speeds low and use the throttle gently and it can return 8.7 litres/100km.We thought the steering ratio was too light for a sporty. The wheel is adjustable for height but not for reach.Some of the original HiLux plastic trim is out of place in a $65k vehicle. The seats offer good support.Remember this though: it is a 2.9-tonne high-performance vehicle — with leaf springs and drum brakes at the rear. Yet it works well. It's no Lotus on twisting bitumen but can be hussled better than other 4WD dual-cab utes and has good grunt for overtaking.

THEY'RE called “Tuppies” - tradie urban professionals - and they are buying utes in record numbers.In fact, the Toyota HiLux has been the top-selling vehicle in Queensland over the past year and was the top seller in Australia in April.And it's easy to see why. They are versatile vehicles that fit work, family and lifestyle needs.During the week they ferry kids to school, carry tools to work sites, bring home everything from groceries to furniture, and on the weekend they are packed with the family and their bikes, surfboards, camping gear and hitting the great outdoors.Here, the four-wheel-drive capacity of most of these vehicles extends the versatility even further.So we decided to take the three most popular dual-cab four-wheel-drive utilities as far from their comfort zones as possible.Far from the clutter and rush of city life.Far, even, from the usual recreation sites on the beaches and the coastal countryside.Out beyond cultivated crops, traffic lights, fences, livestock.Out into the Simpson Desert, one of Australia's last great destinations for adventurers.The line-up naturally included the HiLux, plus the Nissan Navara and Mitsubishi Triton, all turbo diesels and autos, except for the HiLux.We packed them to the rafters with two people per vehicle, a host of camping gear and provisions, a trail bike each, plus seven 20-litre jerry cans full of back-up diesel and unleaded petrol for the desolate journey ahead.It was an expensive payload, not just for the bikes and gear, but for the fuel with diesel prices ranging from about $1.76 a litre in Brisbane to over $2 at Birdsville.The cast and crew on the trip included: 4WD touring expert Brad McCarthy; Craig Lowndes's race engineer, Jeromy Moore; and mechanic and owner of two Ultratune stores, Shane Plumridge.And this is what we found:TRAYS: This is the pivotal point of these vehicles; their ability to haul your gear.On paper, the HiLux was the longest and widest, but in the real world of packing awkward-shaped equipment such as generators, bikes, jerry cans and camping gear, it is the practical space that matters, not statistics.That made the versatile Navara the clear winner with its numerous movable tie-down points which could be placed in any position and the low and small wheel arches which meant the effective load area was bigger and more usable.The HiLux and the Triton had only four fixed tie-down points and the Triton struggled to fit a bike with the tailgate strapped half open.HANDLING: Around town and without a load these things jiggle about a fair bit.They all bounced around and lost traction easily, particularly in the wet. These vehicles really should come with traction and stability control as standard.The worst was the HiLux, while the Triton was the easiest to lock under brakes.Navara and Triton had the best ride with little or no load and felt at ease in the 'burbs.It was a totally different story with a load and serious piece of track underneath the wheels.Suddenly the jiggly HiLux was smooth and controllable, while the Triton tended to wallow, pitch and roll around.Moore said the Navara felt “nervous” in the steering, but I found it and the Triton more precise than the rather vague feel of the HiLux.Despite them all having fairly equal load weights, only the Navara bottomed out.If you spent the price difference between it and the HiLux on springs and shocks, you could equal the HiLux handling.ENGINES: The Triton has the largest capacity engine, but the least amount of power.But with a diesel engine, it is the torque that does the talking and all vehicles acquitted themselves well when presented with the ultimate obstacle to torque: a big sandy hill.And the biggest and sandiest of them all is Big Red, over 50m of steep, red sand which lies about 40km west of Birdsville and marks the start of the Simpson Desert.As McCarthy said: “All three vehicles waltzed up Big Red like it was a speed bump.”The only one to baulk at the hill was the HiLux on one occasion but only because the driver chose the wrong gear and had to quickly try to manually change his selection half way up; always a recipe for losing momentum which is critical in the war against sand.Auto transmissions really are the way to go in the sand.While these diesels are not smooth and quiet like most modern car diesels, they were not obnoxiously loud. The best performance on noise, vibration and harshness is the Navara, while the HiLux and Triton are not far behind.FUEL ECONOMY: Even though the HiLux had the advantage in the fuel economy stakes because of the manual box, it was no better than the HiLux which has the biggest capacity engine.Both recorded about 10 litres per 100km on the two-wheel-drive trot out to Birdsville with full loads.Despite all vehicles loping along at around 2000rpm at 100km/h the Navara chewed the most fuel at 12L/100km.Although we couldn't accurately test economy in the sand where we were refuelling from jerry cans, we predicted that the slow going in low-range four-wheel drive raised consumption by as much as 20 per cent with no real advantages for the manual.BUILD: They have to make them tough to take the beating they get from tradies, but we were surprised by the ease of the trays to scuff up and buckle from the loads, even though they were tied down.The HiLux and Navara are well protected underneath, but the Triton had a couple of exposed wires on the drive actuator which Plumridge said looked vulnerable.His assessment proved correct when a wire was torn loose on the return journey. While it didn't effect drive operation, it left the display confused.Running bush mechanic repairs with superglue and the refill from a Bic pen proved helpful.McCarthy expressed surprise at the Triton's underbelly vulnerability “considering Mitsubishi's Dakar heritage”.Bulldust and the fine sand of the Simpson Desert was largely kept out of the vehicles, except for when you opened the door. However the Triton and Navara had minor leakages around the doors.Wading through shallow water and bog holes after recent rains proved no problems for any of the vehicles.None used a drop of oil, despite a long haul in low-range across the endless Simpson Desert dunes.We cleaned the air filters on a couple of occasions, glad to see they had all worked very well.ACCOMMODATION: Even though these vehicles are made for blokes and therefore don't include a vanity mirror on the driver's side, passengers are well looked after in modern utes.There are few features missing and the modern adventurer can only wonder how tough it was for the pioneers with their camels and lack of aircon.Still, each could do with reach-adjustable steering wheels, audio controls on the steering wheel and 12 volt outputs in the tray, although they have two each inside.What we liked was the Navara's cruise control, spacious interior and folding back seat, the Triton's comprehensive on-board computer, and the HiLux's simple compass, its 10 cupholders and Bluetooth capability.Goldilocks would find the Navara seats too hard, the HiLux seats too soft and the Triton seats just right. But none had good lateral support.VERDICT: The Triton is the cheapest and feels the nicest inside, the tamest in the concrete jungle and the best on fuel economy without sacrificing power and torque.Despite being a city slicker at heart, it still managed to rocket up Big Red and had few qualms about any of the terrain where we took it.Suspension and vulnerability underneath are its weak points, but these could be rectified with a bash plate and stronger springs and shocks.The Navara is a very capable machine in any environment, but is let down by its suspension and economy.We like the rugged macho style inside and out, especially the well-thought-out tray with its clever tie-down points.Spend a few thousand on suspension and it could be a winner.However, the HiLux comes out on top, despite its price (this auto version costs another $2000).It feels robust, well-equipped and drives well with a heavy load.McCarthy admits he is a Toyota fan, but said the HiLux confirmed it: “The HiLux really did feel "unbreakable" in the desert conditions.“The HiLux felt like it could easily take all 1100 of the Simpson's dunes in its stride and come out unscathed and eager for more. It really did feel bulletproof.“I must admit the Triton and Navara coped pretty well too … but I felt I had to be a quite a bit gentler with them.”You also have to pay some attention to the outback locals who seem to favour Toyota.On the drive from Miles to Quilpie, we passed 79 cars, 57 Toyota SUVs, 40 trucks, 21 Nissan SUVs, 12 vans, 10 Ford SUVs and nine Mitsubishi SUVs.West of Quilpie it's almost entirely Toyota. Toyota HiLux Double Cab SR5PRICE: $50,430ENGINE: 3.0-litre EDI twin-cam turbo-dieselPOWER: 120kW @ 3400rpmTORQUE: 343Nm @ 1400-3200rpmTRANSMISSION: 5-speed manual ($2000 for 4-speed auto)DIMENSIONS (mm): 5255 (l), 1835 (w), 1810 (h), 3085 (wheelbase), 210 (clearance)TRACK: 1540mmAngles : 30_ approach, 23_ departureTRAY (mm): 1520 (l), 1515 (w), 450 (h)KERB WEIGHT: 1815-1865kgTOWING: 750kg (unbraked), 2250kg (braked)FUEL: 76-litre tankECONOMY: 10L/100km (highway and fully loaded) Nissan Navara D40 Dual Cab STXPRICE: $47,990ENGINE: 2.5-litre intercooled turbo dieselPOWER: 126kW @ 4000rpmTORQUE: 403Nm @ 2000rpmTRANSMISSION: 5-speed autoDIMENSIONS (mm): 5220 (l), 1850 (w), 1779 (h), 3200 (wheelbase), 217 (clearance)TRACK: 1570mmANGLES: 29_ approach, 22_ departureTRAY (mm): 1511 (l), 1560 (w), 457 (h)KERB WEIGHT: 1995kgTOWING: 750kg (unbraked), 3000kg (braked)FUEL: 80-litre tankECONOMY: 12.1L/100km (highway and fully loaded) Mitsubishi Triton GLX-R Dual CabPRICE: $47,490ENGINE: 3.2-litre DOHC, 4-cylinder, 16-valve, intercooled turbo dieselPOWER: 118kW @ 3800rpmTORQUE: 343Nm @ 2000rpmTRANSMISSION: 4-speed autoDIMENSIONS (mm): 5174 (l), 1800 (w), 1760 (h), 3000 (wheelbase), 205 (clearance)TRACK: 1520mm (front), 1515mm (rear)ANGLES: 33_ approach, 29_ departure, 27_ breakoverTRAY (mm): 1325 (l), 1470 (w), 405 (h)KERB WEIGHT: 1965kgTOWING: 750kg (unbraked), 2500kg (braked)FUEL: 75-litre tankECONOMY: 10L/100km (highway and fully loaded)The Courier Mail 

It comes only as an automatic and loses nothing because of it.It looks distinctive, yet not overblown.It is tastefully executed and the five bold colours in the palette suit the nature of this vehicle.Side-steps are standard and needed to make a graceful entry or exit.Once inside, the seats are as comfortable as any Toyota, though the same can be said of the ambience.It's a Toyota, and a TRD logo and some red stitching fails to reflect the $9500 premium on the SR5 model.But then the right foot kicks it in.The Eaton supercharger cranks in immediately, so from idle this thing starts whistling and whining and moving.Acceleration feels more leisurely than the 7.2-second sprint time, mainly because the engine will run only past 5000 revs before telling the auto box to up-shift.Despite the extra 50kg — it's now 1850kg plus occupants, fuel and anything in the tray — it tracks positively through the corners.There is, however, some initial lag at turn-in.Once you get used to that, the vehicle can be flung into bends with a flat stance that belies the Hilux's high centre of gravity.Off the road, the TRD has all the four-wheel-drive competency of the regular HiLux.The suppleness of the suspension hasn't been destroyed by TRD engineers, so it's as comfortable as a standard model over rocks. But, like the standard model with automatic transmission, there's precious little engine braking on downhill slopes.Thankfully, the TRD has bigger discs and calipers up front, yet oddly retains drums at the rear.Ground clearance is only a bit down on the standard model.TRD lowered the body height but fitted bigger-diameter tyres, so this one's as good in the dirt as the SR5. 

And you need a cowboy hat, of course. No HiLux worth its salt would be seen being driven by someone not in a cowboy hat.OK, that part's not true. You don't have to be a cowboy but it is fun to play dress-ups. But it's not as though you're roughing it in a HiLux – they are built with comfort and looks in mind.This is no clapped-out ute. This is a sleek, classy vehicle that just happens to have a tray on the back and be much bigger than the other cars on the road.The chrome trim looks awesome and the inside could not be more comfortable. All the mod cons are at your disposal. And there's another benefit to the HiLux ... it's a boy magnet.Fellas find out you're driving one and everyone wants to come to check out your car.Sadly, next to this beast, you pale into insignificance.You can preen and pose all you like but the guys are only interested in torque, pull and acceleration.Funny thing about having a ute. All of a sudden you're everyone's best friend ... then it hits you – they want you for your car and its ability to fit stuff in it. I only had the car for a few days, yet I still found myself helping a friend move house.Like the perfect accessory, the HiLux goes with everything. You can dress it up or down. Chuck a kelpie in the back (chained up, of course) and its the perfect knock-around machine.But put on your little black number and the HiLux steps up a notch.The HiLux ads show cars getting out of its way and while the shower head at Semaphore didn't bend Uri Geller-style at my passing, traffic certainly does clear out for you. It may have something to do with the sheer size of you. It's a big car. My little Ford Fiesta looked hilarious beside it in the driveway ... talk about a size complex.But, I have to admit, I did find the massiveness of the HiLux a bit of a pain at times.Finding a car park at Marion shopping centre on a Thursday night is hard enough without having to find one HiLux-sized.But, like all fashion accessories, sacrifices have to be made.And the extra time in the car park does give you more of a chance to make eyes at that cute boy checking you out ... no, it's the car he's looking at, isn't it? Well, I'll take whatever looks come my way.LOVE IT LEAVE ITToyota Hilux 4x2 V6 Extra Cab SR5Price: $37,420LOVE ITRIDE 'em, cowboy. This not-so-little baby is just plain fun. It takes you back to your dress-ups days, running around the back yard on your hobby horseLEAVE ITSIZE isn't everything but it does matter ... finding parks long and wide enough can be a problem as can getting into tight parking spots.

All because I'd spent some time getting dirty on construction sites.I admit that was years ago. I know that because it suddenly dawned on me that the type of person who is driving a ute today is definitely not the same type of person, and in some cases, not remotely of the same species, as in the 1970s.A ute was driven by a toughie. Now, it could be a petite mother, a grandad on his way to the hardware store, a student travelling to school or, on the odd occasions, a clean-cut tradesman.Utes have also gone the way of their owners.No longer rough and ready, they're smooth, car-like and, well, a bit soft.Toyota has made utes since 1967 and has certainly gone from the tough to the functional look.The inside of the latest Hilux is all Camry. It is a car with a tray in the back. But it's not quite soft.I'm not 100 per cent sold on the look of the new Hilux, and the ute has had a price rise that appears out of step with its hungry rivals.Externally, the styling is subjectively brash. It boasts high side sheet metal which dwarfs the wheels, and a front borrowed from a monstrous Dodge Ram 4WD out of a Midwest US town.But all that hides a more sophisticated chassis than its predecessor.A new front suspension has done wonders for the car's, er, that should read ute's, handling and straight-line stability.My error came from driving the latest Hilux SR5 4WD dual-cab out of town. Forget what you're driving and you'd swear this was a car.It holds its line smoothly through the corners, brakes solidly and sits on the road with very little need for the driver to constantly correct the steering.It is just as responsive in the dirt. The 4WD system is a Plain Jane part-time arrangement, though it has manual freewheeling hubs.Engagement is from a second floor-mounted lever, which isbecoming passe compared with some other companies that use a dashboard-mounted switch to electronically engage 4WD Low.However, it could be argued that the Hilux's manual system is more reliable and just as quick.The four-litre V6 is an awfully strong mill with heaps of power.Combined with a leaf-sprung rear suspension and live axle, the off-road ability is excellent.Toyota is renowned for quality engineering at a premium price. By comparison with its rivals, it doesn't offer the same level of features, so you pay more for less, but get it back again when you sell.The dual-cab is versatile and perfect for the weekly worker and weekend family man.Heavens, this could almost be good as a tradie's car. All you need is a dog and a can of Passiona.

Other cars are getting out of my way and the second glances and nods of approval are unbelievable, even embarrassing.I think the girls like the bright blue paint job – very similar to Ford's XR6. But the boys, too, give it the thumbs up.Yes, unabashed approval. Even the guys on the SeaLink ferry to Kangaroo Island had to ask "What's she like?" as we manoeuvred the Hilux with ease into a tight spot.I had to admit that "she" wasn't mine but that didn't stop the questions and admiring glances.And I learned a lot that I hadn't yet discovered such as the longer wheelbase and deeper tray that this model boasts. That was according to two more blokes standing by my window unashamedly sizing up the SR5 and discussing "her" assets.But what's with the female tag? Toyota's SR5 4x4 extra cab is all beefy bloke – and it's not just another ute. It's a big, chunky, weekday workhorse that transforms very nicely into weekend playboy packed with a four-litre, V6 petrol engine, five-speed manual transmission and 4WD options.Dirt roads, puddles and potholes? No probs. Sandy slopes weaving around bushes to secluded beach houses? Easy. Winding roads in pelting rain? Bring 'em on.How about long stretches of highway with hundreds of kangaroos and wallabies? Not even a big red could dent our enthusiasm – or the Hilux. And it tried very hard, leaping out from the bushes and slamming into the passenger door.Thankfully, he jumped off leaving only a bit of fur.Although this big boy is tough on the outside, inside he's soft, comfortable (in the front seats) and stylishly simple – perfect for no-nonsense drivers and techno-phobes alike who enjoy such gadgets as flashy-looking instrumentation with CD stackers, but who just want to turn them on and then not worry about the details.Space-wise, there's room to party in the front with plenty of head and leg room. The back "extra cab" section though, is minimalist to say the least. It's really meant for expensive tools and the odd person – you need to be odd to be comfortable. The seat is unforgivingly upright and there's not a great deal of padding or room to move.Unfortunately, with no loads to move, I didn't need to use the ute part of the Hilux and without weight in the back, the ride is quite bumpy.LOVE IT LEAVE ITToyota Hilux 4x4 SR5$45,290LOVE ITThe attention and RESPECT. Flash dash that lets you keep an eye on average fuel consumption. Very sensible handles inside the front doors, good for height-challenged drivers and passengers.LEAVE ITCould do with two more doors (and they are available) – shifting seats to load and unload gear from the back seats is awkward. Cup holder blocks air vent.