Toyota HiLux vs Ford Tourneo Custom

What's the difference?

The HiLux’s age-defying sales and resale values confirm it’s still one of the top two 4x4 dual cabs on the market. However, its new V-Active technology feels underdone, as it adds weight (we reckon about 40kg) and complexity without gains in performance you can feel or economy you can meaningfully measure. Hopefully, Toyota’s next crack at a 'hybrid' HiLux will be more convincing.

There’s absolutely no doubt that the van-based people-mover has some distinct advantages over a three-row SUV. The rear seat is bigger, access to it is far better and there’s more luggage space even when all eight seats are occupied. But the Tourneo goes a step or two further with the sliding, swivelling seats that make it one of the most practical and flexible interiors on the market.

True, the driving experience is a bit alien at first, but it’s a case of different, rather than worse. Meantime, the ride is excellent and the performance and economy from the turbo-diesel driveline are both absolutely spot on for this vehicle’s intended purpose.

And perhaps that’s the metaphor for the whole thing: By not trying to be something it’s not, and concentrating on what it needs to do, the Tourneo emerges as a bit of a quiet achiever.

As we said earlier, this type of vehicle concept is never a sure-fire proposition. Parcel vans converted to passenger duties haven’t always worked out. This time, though, it’s different.

The HiLux’s enduring appeal is the ‘unbreakable’ feel when you step aboard. Even though its curvaceous styling is increasingly dated, we can’t fault the build quality as it displays a peerless standard of fit and finish which never wavers.

Our only major gripe (since its launch in 2015) is the cramped rear seating. It’s particularly tight for tall people, giving that I’m 186cm and when sitting in the rear seat with the driver’s seat in my position, my knees are pressed into its backrest and my head rubs on the roof lining.

Shoulder room for three large adults is equally challenging and tolerable only for short trips. We reckon the Ranger’s more accommodating rear stalls are significant in its sales leadership.

Perhaps the biggest revision of the successful Transit Custom formula needed to make the leap from FedEx to Brady Bunch has been to the rear suspension. Where the Transit uses a leaf-sprung arrangement, the Tourneo has switched to coil rear springs. These technically offer much greater ride comfort at the expense of some load-carrying ability. Which is fine, even if your kids are the bigger variety.

The move to powered sliding side doors is a welcome one, but I found out the hard way that the doors will still open a fraction if you push the button while still travelling at low speed. Not sure why that would be, but at least the buttons in question are up front in Adult-Land, not within reach of you-know-who.

The reality is, too, that the Tourneo is destined to run with the air-con on any time you have bodes in the back. That’s because – like a lot of van conversions – there’s no opening side windows beyond the tiny, hinged windows that open an equally tiny amount. This has more to do with the Transit’s basic structure than any desire to oxygen-deprive the young `uns, but as any parent knows, a supply of fresh air on the move is sometimes the only thing between a happy day out and a clean up in Aisle five.

With its 2150kg kerb weight and 3050kg GVM, the SR5 V-Active has a 900kg payload rating. It can also tow up to 3500kg of braked trailer but with its 5850kg GCM (or how much it can legally carry and tow at the same time) that would require a substantial 700kg reduction in payload to only 200kg, which could be used up by a driver and passenger alone. 

Alternatively, you could lower the trailer weight limit by the same 700kg to 2800kg (which is still a sizeable trailer) and retain the SR5’s maximum payload. We reckon most owners would do this anyway, given few (if any) would need to tow 3500kg.

The load tub is 1570mm long, 1645mm wide and 495mm deep with 1105mm between the wheel housings. Therefore, it can’t carry a standard Aussie pallet but will take a Euro-sized one. There are four load-anchorage points and we welcome the new lower/raise assistance for the hefty tailgate.

Cabin storage includes a large-bottle holder and bin in each front door, plus pop-out cupholders on either side of the dash, upper and lower glove boxes (with the upper having access to air-con) and an overhead glasses holder.

The latest centre console layout has a wireless phone-charging pad and vertical phone-storage slot, small-bottle/cupholder, a bin for small items and a box with padded lid that doubles as an elbow rest.

Rear passengers get a bottle-holder and bin in each door, pockets on each front seat backrest and a fold-down centre armrest with two more cupholders.

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

Here’s where a vehicle like this stands or falls. Because if something like a Tourneo can’t cope with lots of people and their luggage in a single bound, then there’s really not much point to it, is there? I mean you’re not going to buy it for its sporty looks or supercar dynamics, so unless it works brilliantly as family transport, it’s kind of dead in the water. Fortunately Ford seems to have got it right. Mostly, anyway.

That starts up front where the two front seats feel like they’re metres apart. In reality, this huge gap forms a walk-through function for getting access to anything or anyone misbehaving in the second or third row of chairs. But you can’t help wondering what if… What if Ford had ditched the stubby centre console and added a third front-row seat? Wouldn’t a nine-seater be better than eight?

But the seats themselves are comfy and the high-and-mighty driving position gives plenty of vision in every direction. With one exception. And that is when you’re pulling out of a side street on to a main road and need to see what’s coming from the left. Depending on the angle you’re on, the fat frame of the pop-out side window (in the sliding door) becomes a blind spot, especially for taller drivers.

There’s nothing irretrievably wrong with the way the controls are laid out, but they will take some acclimatisation. That goes for the menu system on the touchscreen as well as the column-mounted shifter wand which is about the same size and shape (and in the same place) as a conventional indicator stalk. Tip the lever accidentally and you’ll wind up in neutral, wondering what just happened. The manual-shift mode is also fiddly to use and paddle sifters would be vastly better. Most won’t bother anyway.

The front cabin is home to a shallow lidded bin in the centre console, a deeper bin below that and a couple of charge points. There are also cup-holders in great spots up high in the corner of the dashboard, a shelf across the top of the dashboard and no less than two gloveboxes (the top one is pretty shallow) thanks to moving the passenger’s airbag into the roof lining. Both front doors also feature bins and storage nooks but there’s a fair bit of hard plastic on show, surely a legacy of the Tourneo’s parcel-van DNA.

The Tourneo’s party trick is the way both the second and third rows of seats can be slid to almost any point on a pair of tracks in the floor. The move is simply accomplished via a lever at the front or a rip-cord in the back of the seats, and all three centre-row seats can be moved individually (the third row is split 60:40). The upshot is that you can have all three rows bunched together for a large luggage space, or the rear row pushed right back to form a rear row with huge legroom. Don’t need all eight seats? How about a second row with the two outside chairs in place and the centre one folded forward to expose a work-surface with built-in cupholders.

But it gets even better, because individual seats can be removed to suit the weirdest of loads and the second-row seats even swivel 180-degrees to form a loungeroom on wheels. The kids will be begging you to take them for a drive in this thing.

The seats fold forward, but they don’t tumble. They don’t need to really, and they don’t fold into a bed either. But if you fancy camping in the Tourneo, you can remove both rows of rear seats for a huge flat floor.

The second row is home to storage bins in each sliding door (yes, a door on each side) a pop-put window that opens only about 40mm, temperature controls, air vents and reading lights. The third row, meantime, is not only easily accessed provided the second row isn’t slid all the way back (at which point you wouldn’t be using the third row anyway) but the good news is that the rearmost seat itself is basically three bucket seats with the same comfort levels (high) as the second row. There are also reading lights and a pair of phone pockets and cup-holders in the last row, too. Only the way the track system works and the shape of the seat base means that foot-room is limited to an extent.

With all three rows in place, but pushed as far forward as they can go, there’s a long load area of up to 725mm. But you can also push the second and third rows all the way back and have a cargo area 2622mm long behind the front seats. Maybe the van DNA is a good thing after all.

With all eight seats in place, there’s a minimum of 673 litres of luggage space which can be expanded all the way to a monster 4683 litres with the second and third rows removed.

There’s also a 12-volt power socket and a lighting system in the back, too, although while the side doors are automatic, the tailgate is manual. And you’ll need plenty of real estate to open it, too. Even tall folk will hit the button to open the tailgate, start the strut-assisted opening and then take a step or two back to allow the huge tailgate to rise without clobbering them. An automatic tailgate where you hit the button and run away to a safe distance would be much nicer.

If ever the Average Aussie family has been in the grip of a cost-of-living crisis, it’s right now. With that in mind, we’ve chosen the entry level version of the Tourneo, the Active, for this review. At $65,990 before on-road costs, it’s not exactly cheap, but does come in a full $5000 less than the Titanium X version.

And it is pretty well equipped. That starts with 17-inch alloy wheels, 13-inch touchscreen and 12-inch driver information screen, Bluetooth, full connectivity including wireless Apple CarPlay and Android Auto, wireless charging, 10-speaker stereo, tri-zone climate control, automatic wipers, heated front windscreen, keyless entry and start, 10-way powered driver’s seat, heated and cooled front seats, and a pretty nice artificial leather covering for some of the touch-points.

In a continuation of an industry-wide trend that we wish would stop, only white is considered a standard, no-cost paint colour. Every other colour costs extra, but in 2025, should it?

If the budget will stretch the extra five grand, the Titanium X model adds body coloured bumpers, a 14-speaker stereo, a 360-degree camera system, ambient interior lighting, heated outboard seats in the second row, and extra areas of (better) artificial leather trim.

The venerable (1GD-FTV) 2.8 litre four-cylinder turbo-diesel with V-Active produces the same 150kW and 500Nm as the standard engine, driving through a six-speed torque converter automatic.

However, Toyota claims fuel economy gains of up to 9.5 per cent when this drivetrain is combined with the new hybrid technology, which comprises a 48-volt electric motor-generator, 48-volt lithium-ion battery and idle-stop system.

The turbo-diesel engine uses a silent-belt to drive the motor-generator, which charges the battery under the rear seat. This battery, which Toyota claims weighs less than eight kilograms with 4.3Ah capacity, also supplies electricity to the vehicle’s 12-volt system through a DC/DC converter.

This system can send up to 8.4kW of power and 65Nm of torque through the motor-generator to assist the engine. Toyota claims this delivers smoother and quieter yet more responsive performance and reduces engine load under acceleration. It also results in a small reduction in idle speed from 720rpm to 600rpm.

Deceleration and braking energy are also recovered, converted into electricity and stored in the 48V battery for later use.  Toyota claims “hydraulic braking combined with regenerative braking creates a more effective and natural deceleration feel and supports downhill manoeuvring.”

The idle-stop system does not use the starter motor like conventional set-ups. Instead, the electric motor-generator, which is permanently connected to the engine via its belt-drive, delivers this function with greater smoothness and quietness.

Idle-stop duration can also be extended by the driver and, when restarting the engine on inclines, the idle-stop system retains brake pressure until enough drive force is generated to ensure smooth acceleration.

In another first for HiLux, its part-time, dual-range 4x4 system (with switchable rear diff-lock) in V-Active variants is paired with 'Multi-Terrain Select' to enhance off-road ability.

The driver can switch between six traction control settings tailored to suit a variety of terrain including 'Auto', 'Sand' and 'Mud' (high- and low-range), 'Deep Snow' and 'Dirt' (high-range) and Rock (low-range).

Because the platform is (mostly) borrowed from the Transit Custom, you get the same driveline. That starts with a 2.0-litre turbo diesel, good for 125kW of power and a useful 390Nm of torque. It drives through a conventional eight-speed automatic transmission and then to the front wheels as a means of keeping the load floor as flat and low as possible.

Ford claims a 2500kg towing capacity with a braked trailer, but on a wet road or damp boat ramp, that’s really going to test the limits of the front wheel’s grip which can be overcome even in the dry if you’re too hasty with the throttle.

The biggest engineering change in the move from Transit Custom to Tourneo has been the switch from leaf springs on the former to coil springs and an independent suspension on the latter. This is all in the name of ride quality and recognises the fact that the Transit will often be called on to cart heavier loads than eight humans.

We completed a total distance of 580km, which comprised a mix of city and suburban driving with an empty load tub and up to four adults on board, plus some freeway/highway running with a near-maximum payload.

When we stopped to refuel at the end of our test, the dash display was claiming average combined consumption of 9.5L/100km, which was lineball with our own 9.4 figure calculated from fuel bowser and tripmeter readings.

Both are higher than Toyota’s official 7.2L/100km figure but within the usual 2.0-3.0L/100km discrepancy between OEM ratings and real-world figures.

Interestingly, the last time we tested a 4x4 SR5 auto dual cab ute (without V-Active) in 2023, using similar routes and payloads, we achieved 9.6L/100km. So, the V-Active’s drop in consumption was only about 2.0 per cent, compared to Toyota’s claim of up to 9.5 per cent.

So, based on our real-world figure, you could expect a useful driving range of around 870km from its 80-litre tank.

Ford quotes an official combined fuel consumption figure of 7.4 litres for the Tourneo. Over a few days of running in a pretty broad mix of urban and country work, we saw an average of 8.6 litres per 100km which is still pretty good for a vehicle of this size.

With the standard 70-litre fuel tank, that gives the Tourneo a theoretical combined range of around 900km between fills, but the real-world number says closer to 800km is more realistic.

Don’t forget, either, that running costs will be a little higher than some diesels, as the Tourneo requires AdBlue at regular intervals, in line with its Euro 6 emissions levels.

If you’re expecting a tangible difference in performance with the V-Active system, you’ll probably be disappointed. Fact is, after almost 600km of testing, on a variety of roads with a variety of loads, we could not detect any noticeable gain in acceleration, braking or smoothness compared to a standard SR5.

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

This was perhaps best demonstrated when we loaded 650kg into the load tub, which when combined with our two-man crew was a total payload of 830kg. That was only 70kg shy of the payload limit.

It made light work of our 13 per cent gradient 2.0km set climb at 60km/h by self-shifting down to fourth gear at 2250rpm, where it tapped maximum torque to easily haul this payload to the summit.

However, in our previous test of a standard SR5, on the same incline with 100kg more payload, the gear selection and engine rpm were the same as the V-Active. The same applied to engine-braking on the way down.

If you haven’t driven a one-box van for a decade or more, you’re in for a treat. Just like the Transit Custom on which this car is based, the Tourneo represents a different experience to that of a conventional car or SUV, but one that is not without merit.

For a start, you sit very high which means a great view out across the traffic. And while the driving position is a little less laid-back than a modern car, once you get used to the almost square steering wheel, neither is it the dreaded sit-up-and-beg of older van designs.

The four-cylinder engine doesn’t make the Tourneo a fast vehicle, but it does give it lots of flexibility thanks to all that turbo-torque being available from just off idle. The eight-speed transmission helps, too, but the real surprise is just how quiet the Tourneo is when on a cruising setting. In fact, it’s almost uncanny how such a big, empty metal box could be so silent, but beyond a little tyre noise on coarse surfaces, the Ford pulls it off. As a result, it’s very relaxed and effortless feeling at freeway speeds.

The other surprise is how good the ride quality is. By swapping the cargo van’s leaf rear springs for coils, the Tourneo suddenly displays a very good match between the front and rear axles in terms of how they work to absorb bumps. You do still get some of the front-seat sensation that you’re sitting over the front axle, but it’s not terrible and the reality is that you simply sitting closer to the axle, not right over it.

For many drivers perhaps the over-riding impression will be of the vehicle’s external size. And, yes, it’s a long and wide piece of equipment, but at least the boxy shape means the corners are easy to place and the huge glass area and driver aids like parking sensors and blind-spot warnings help a lot in the daily cut and thrust.

Things are also improved by the fabulously small turning circle of 10.9m kerb-to-kerb (courtesy of the Transit’s role as an inner-city delivery van) that gives an agility the looks don’t suggest. But there’s a sense that the Tourneo is a little wider in the rear track than the front, as you’ll sometimes find the inside rear tyre finding the lips of roundabouts and suburban gutters.

Keeping the whole family safe is the name of the game here, so Ford has extended things like side-curtain airbags right through to the third row, thereby covering every outboard seating position. In fact, there are nine airbags all up, including a centre airbag between the front seat occupants.

Driver assistance programs include forward collision warning which incorporates the autonomous emergency braking (AEB) function, blind-spot monitoring and assistance, rear cross-traffic braking, active cruise-control, tyre pressure monitoring, lane-keeping assistance, front and rear parking sensors and traffic sign recognition.

The AEB works at any speed above 5km/h, and the pre-collision assist at speeds above 30km/h.

Both the second and third rows of seats feature a pair of ISOFIX child-restraint mounting points (for a total of four) while there are five top-tether restraint mounting points as well.

The Tourneo hasn’t been locally crash tested as per the safety-stars system, but the Transit Custom has been assessed overseas as part of a commercial van safety comparison which graded the vehicle at 96 per cent, the highest rating ever achieved by a van undertaking the test program in question.

Toyota covers the HiLux with a five-year/unlimited km warranty which is par for the course in the mainstream market.

Service intervals are relatively short at six months/10,000km whichever occurs first. Capped-price servicing for the first five years/100,000km totals $3889 or an average of $779 per year.

Ford offers its standard five-year/unlimited kilometre warranty on the Tourneo. Five years is fair enough, but can’t match the seven years or even more that some of the competition offer. It‘s worth noting, however, that the warranty does match many of the makes and models that will be the Ford’s natural enemies.

Service intervals are 12 months or a very long 30,000km, but it’s unlikely many families will clock up 30,000km in a 12-month period, anyway. There’s no word on capped-price servicing yet, but the mechanically similar Transit Custom has a service plan that limits the cost of each of the first four services to around $500.

The biggest additional running cost for the Tourneo will be the AdBlue additive to control emissions. How frequently you need to top up will be determined by what type of driving you do.