2008 Toyota HiLux Reviews

The news that the Toyota HiLux had become Australia's top-selling vehicle confirmed that Australians were looking beyond traditional sedans and hatches.

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.

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

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

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.