Toyota HiLux vs Ford Transit

What's the difference?

Given the current HiLux generation is in its eighth year in local showrooms, it's becoming harder for Toyota to create a new flagship that looks and feels like one, regardless of how large its wheel-arch extensions may be or how many GR Sport logos it displays. 

Although 'inspired' by off-road racing, the GR Sport falls short of being a genuine Raptor rival, as Toyota has predictably drawn a line in the sand in terms of how far it's prepared to go with in-ya-face modifications without sacrificing the HiLux's core load-hauling capabilities.
 
But the GR Sport is also much more affordable than a Raptor, so it's more a Wildtrak X rival. And in that sub-flagship context, it's likely to have considerable appeal for those wanting a HiLux that combines Dakar-winning looks with solid workhorse practicality.

The E-Transit is quiet, comfortable, rides well, can handle heavy payloads, has zero emissions and would be well-suited to urban daily commercial use for which it’s been designed for. However, $104K-plus would be out of reach for many private owners and small businesses. That’s why Ford is aiming it primarily at fleet buyers, who will quickly determine the commercial success or failure of the E-Transit in Australia. Watch this space.

The GR Sport shares the Rogue's 15mm increase in ride height and significant increases in track width over the standard HiLux, with the front wheels being 135mm further apart while the rears have an extra 155mm between them.

However, the GR Sport is equipped with unique KYB monotube shock absorbers tuned specifically for this application and the rear anti-sway bar has also been removed to provide increased suspension travel in the rough stuff.

The GR Sport also brings enhanced braking performance with ventilated 338mm front and 312mm solid rear disc brakes, complete with red-painted calipers displaying GR logos.

Our only criticism of this suspension package is that the 265/65 tyres look too small, given the increased ride height and elaborate wheel-arch extensions designed to house them.

A larger and meatier tyre package, like the Raptor's more aggressive 285/70 rubber, would better fill those cavernous wheel housings and provide less of a 'tippy-toe' appearance.

There are large assist-handles on the A and B pillars and the rock-rails have integral steps to assist occupants when climbing aboard.

However, like all HiLux dual cabs, the rear seating is notoriously tight for tall people like me (186cm) because with the driver's seat in my position, my knees are pressed firmly into its backrest and my head is rubbing on the roof lining.

It's even tighter in the slightly higher centre rear seat, particularly with adults either side.

Apart from the distinctive blue grille bars and rear-door badge, you’d struggle to pick the E-Transit from the closely-related 350L. However, underneath its work-focused exterior there are considerable differences.

Although it shares the same MacPherson strut front suspension and four-wheel disc brakes, the E-Transit’s 14.3-metre turning circle is 1.0-metre larger than the 350L.

And its electric motor and single-speed transmission are mounted under the floor between the rear wheels, which required design of a unique coil-spring independent rear suspension.

The long, wide and slim lithium-ion battery is tucked up neatly beneath the load floor, to ensure that the cargo volume matches the 350L. This also ensures that many load-area conversions will carry over to the E-Transit with minimal modifications.

The big battery brings a considerable increase in kerb weight, given the E-Transit weighs 231kg more than its 350L equivalent. So, although the E-Transit is the most powerful of the Transit fleet, it’s also the heaviest.

However, in terms of power-to-weight and torque-to-weight ratios based on kerb weights, it compares favourably.

For example, the diesel 350L has 19.3kg/kW compared to the E-Transit’s superior 13.3kg/kW, while the 350L’s 6.1kg/Nm is lineball with the E-Transit’s 6.2 figure.

The driver’s instrument display shows when the battery is being topped-up by regenerative braking and how much engine power is being used, ranging from 0 to 100 per cent.

It also displays average energy consumption (kWh/100km), remaining battery charge, projected driving range and other BEV-specific functions.

The cabin offers ample headroom, but those seated in the centre must have their feet in a split-level position with their right foot on the (now defunct) transmission hump and their left foot on the floor.

The GR Sport is not only the most expensive HiLux; its 2270kg kerb weight also makes it the heaviest model in the fleet.

It shares the Rogue's 3050kg GVM and 780kg payload ratings, with the latter being 160kg less than a 'narrow-track' SR5 equivalent.

The GR Sport is also rated to tow up to 3500kg of braked trailer but with its 5850kg GCM rating (or how much it can legally carry and tow at the same time) that leaves a payload limit of only 80kg. And that would only allow for a driver - and not a large one at that.

Fact is, not many (if any) GR Sport owners would need to tow 3.5 tonnes, but it's important to be mindful of these figures if you do.

The unlined load tub is 1570mm long, 1645mm wide and 495mm deep, so the thickness of the GR Sport's drop-in composite liner slightly reduces each of these dimensions.

With 1105mm between the wheel housings, it can't fit a standard 1165mm-square Aussie pallet, but will take a Euro. There are four load-anchorage points and the hefty tailgate has no lower/raise assistance.

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

The centre console offers open storage up front, two small bottle/cupholders in the centre and a small lidded box at the back, with a padded and contoured 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.

The 60/40-split seat bases can swing up and be stored vertically if more internal cargo space if required. This also reveals two handy underfloor storage compartments.

With its hefty 2639kg kerb weight and 4250kg GVM, our test vehicle has a 1611kg payload rating compared to the 350L’s smaller 1142kg. However, the E-Transit is not rated for towing.

The cargo bay, which in Mid Roof form offers 11-cubic metres of load volume, has internal walls that are lined to roof height. It’s accessed from the kerbside through a sliding door with a generous 1300mm opening width.

Rear access is through a pair of barn-doors which open to 270 degrees to optimise forklift access. Large magnets protrude from each side of the body to firmly secure these doors when fully opened which is a welcome safety feature.

A button located inside the right-hand barn-door switches on a bright external LED overhead light to illuminate rear-loading in poor light conditions.

The load floor, which is protected by a composite liner, is 3533mm long and 1784mm wide with 1392mm between the wheel housings.

That means it can carry three 1165mm-square Aussie pallets or four 1200 x 800mm Euro pallets, secured by up to 10 load-anchorage points. The  1786mm internal height allows tall people to stand with minimal stooping.

There’s ample cabin storage including a large-bottle holder and bin in each door, plus angled large-bottle holders/bins on each side of the lower dash and small-bottle/cupholders on each side of the upper dash.

There are also three open bins across the top of the dash-pad, a slender vertical bin and pop-out cupholder in the lower centre dash, plus a full-width overhead shelf with numerous compartments.

Both base cushions on the passenger seat can be tipped forward to access a large hidden storage compartment below.

The centre passenger seat backrest also folds down to a horizontal position to reveal a handy work desk with pen holder, two-cupholders and an elastic strap for securing paperwork.

Our test vehicle is officially known as the 420L BEV Mid Roof, with 420 denoting its 4.2-tonne GVM (it’s actually 4.25-tonne), L denoting its long wheelbase and Mid Roof being one of two roof heights available, with the other being the optional High Roof variant.

Like its taller stablemate, our test vehicle comes with a 68kWh lithium-ion battery pack, electric motor and single-speed automatic transmission for a list price of $104,990 plus on-road costs.

For that money you could almost buy two diesel Transit 350L Auto equivalents. Even so, the E-Transit brings zero emissions, reduced noise and claimed lower operating and maintenance costs for business operators. With 198kW and 430Nm, it also has the most power and torque of any model in the Transit line-up.

It comes equipped with 16-inch steel wheels and 235/65R16C tyres plus a full-size spare, along with dark grey bumpers and side-mouldings in areas where scrapes and dents usually occur in hard-working vans. Factory options include dual side-sliding doors and more.

A steel bulkhead/cargo barrier separates the cargo bay from the cabin, which comes standard with a single driver’s seat and twin-passenger bench seat that are all heated.

The 10-way adjustable driver’s seat includes a fold-down inboard armrest, adjustable lumbar support and base-cushion rake.

Plus there’s a two-way adjustable steering wheel, power-folding and heated door mirrors, daytime running lights, three 12-volt accessory outlets, two USB ports, a reversing camera and rear parking sensors.

Its large 12-inch touchscreen is the gateway to numerous 'Sync 4'-connected services including the 'Ford Pass' app, which includes 'Power My Trip'.

By entering a destination, this app can consider the vehicle’s current state of charge in addition to real-time traffic conditions, to help identify charging stops when a customer will need them.

There's still some fight left in Toyota's Euro 5-compliant 2.8-litre four-cylinder turbo-diesel, given Toyota engineers have squeezed an extra 15kW and 50Nm from it via ECU tweaks to turbocharger and fuel injection calibrations.

This 10 per cent increase in power and torque makes the GR Sport the most powerful diesel HiLux ever, with 165kW at 3000rpm and a sizeable 550Nm available between 1600-2800rpm.

The smooth-shifting six-speed torque converter automatic has also been recalibrated to optimise the engine's increased outputs, with faster shifting and a more direct and responsive feel in auto mode and when sequential manual-shifting, using the steering wheel-mounted paddles.

Economical highway cruising is assured with overdrive on fifth and sixth gears and there's part-time, dual-range 4x4 with a switchable rear diff-lock.

Its rear-mounted electric motor produces an unmatched 198kW and 430Nm. The lithium-ion battery’s energy supply can be boosted by using the ‘Low’ setting on the rotary dial e-shifter to optimise regenerative braking.

There are three switchable drive modes including default 'Normal', energy-saving 'Eco' and 'Slippery' to improve traction in low-grip conditions.

The battery charge socket is located behind a spring-loaded flap in the grille and the E-Transit comes equipped with a Mode 3, 32-amp charge cable which is stored in the compartment under the passenger seats.

E-Transit can AC charge overnight, using a professionally-installed wall unit, in approximately eight hours at 11.3kW, or quick DC charge (15 to 80 per cent) at 115kW in approximately 34 minutes.

However, Ford does not supply a cable to allow overnight charging at home using a domestic wall socket. That’s because its targeting large fleet buyers, so the cable it supplies is only for ‘at depot’ charging or when using public-charging facilities.

Toyota claims average combined cycle consumption of 8.1L/100km. At the completion of our 317km test, which was a mix of city, suburban and highway driving including our GVM test, our figure based on fuel bowser and tripmeter readings came in at 10.1L/100km.

That's within the usual 2.0-3.0L/100km discrepancy between official figures and real-world numbers and not bad for a high-riding ute weighing more than 2.2 tonnes in mostly urban use.

So, based on our figures, the GR Sport should have a realistic driving range nudging 800km from its 80-litre tank.

Ford claims an official WLTP driving range of 230-307km from a single charge. When we collected the E-Transit it was fully charged but the projected driving range displayed on the instrument panel was only 179km, so there are variables in these figures.

However, we did end up inadvertently testing the single-charge driving range because we could not charge the E-Transit. That was due to our local public-charging facilities being located inside multi-storey carparks which could not be accessed due to height restrictions.

So, during the week we drove a total of 190km, with about 19km of range remaining. Therefore, it is capable of at least 200km on a single charge but 300km seems optimistic, which is nothing new given the equally optimistic L/100km figures automakers claim for combustion-engine vehicles.

We used the Low drive mode most of the time to optimise battery top-ups through regenerative braking and our testing included a mix of city and suburban roads, both unladen and when hauling a big payload.

Average consumption was 28kWh/100km, so we would suggest a 'real world' driving range of around 200-230km from a single charge.

The rock-rail steps and handles on the A pillars ease climbing aboard. Although drivers of most widths and lengths can find a comfortable position, a bit more extension for the steering wheel's reach adjustment would be welcome as arms can feel too outstretched for some body types.

On the road the GR Sport feels like a more responsive version of the Rogue, with a well-planted wide-track feel and slightly firmer ride combined with the livelier response of the engine's higher outputs and the transmission's sharper shifting, particularly when using the paddles.

The differences are noticeable, but not substantial. The acceleration from standing starts feels about on par with the Ranger's 2.0-litre Bi-Turbo four.

And although the GR Sport's rear stabiliser bar has been removed to improve rear axle travel off-road, it has also improved rear-wheel traction when cornering, which combined with the engine's higher output contributes to increased low-speed power understeer. This is most noticeable in roundabouts.

Toyota's loyal adherence to hydraulic-assistance for its power steering produces a slightly heavier and more linear feel than the electronically-assisted system preferred by major rivals, which produce more noticeable changes in turning weight between highway and parking bay. However, it does provide good overall feel and response in this application.

The GR Sport is relatively quiet to drive, with low engine and tyre noise and a feeling of rock-solid build quality. It's also a low-stressed highway cruiser, requiring only 1600rpm to maintain 100km/h and barely 1750rpm at 110km/h.

To test its load-carrying ability we forklifted 650kg into the tub which with driver equalled a total payload of 740kg that was only about 40kg under its legal limit.

The rear suspension compressed 40mm, leaving 60mm of bump-stop clearance which was more than ample in avoiding any bottoming-out during our test run.

The higher centre of gravity created by this load was noticeable during cornering, but when driven at sensible speeds the wide-track suspension provided a stable and sure-footed platform on sealed and unsealed roads.

Its 550Nm of torque made light work of our 13 per cent-gradient, 2.0km-long set-climb at 60km/h, self-shifting down to third gear and 2500rpm to effortlessly pull this load to the summit with minimal accelerator pedal. Load-hauling ability has always been a HiLux strength.

Engine-braking on the way down, in a manually-selected second gear, was not as strong but consistent with similar tests conducted with this engine.

It offers a comfortable and commanding driving position, thanks to the multi-adjustable seat, two-way steering wheel adjustment and clear eye-lines to the big truck-style door mirrors with lower sections offering wide-angle views.

You don’t need to warm-up the engine to generate cabin heating - it’s instant. And when you get underway it feels more like you're riding in a tram than a van, with its muted electric hum the closest we’ve come to driving a silent commercial vehicle.

With the big battery under the floor it feels firmly planted on the road when unladen, with a low centre of gravity providing good stability when cornering.

The battery weight, combined with E-Transit’s unique four-coil suspension, iron out the bumps and provide a supple ride quality.

Acceleration from standing starts is brisk and smooth in Normal mode, even though you can sense its 2.6-tonne kerb weight's slight reluctance to get moving even with 430Nm of instant torque. At 100km/h, there’s only tyre noise and a little wind-buffeting around the door mirrors.

We drove the first 100km in Normal mode, during which average consumption was 27kWh/100km. We then switched to Eco mode, which resulted in a drop in performance without a corresponding decrease in consumption. Perhaps you need to drive it longer in Eco to harvest the benefits.

We then switched back to Normal mode for our GVM test. We forklifted 1300kg into the cargo bay which with driver equalled a total payload of 1400kg, which was still more than 200kg under its GVM limit. The rear suspension compressed 50mm with ample travel remaining, while the nose rose 35mm in response.

The compressed suspension felt firmer, as you’d expect, but the electric motor hardly noticed this load around town, with acceleration and general response remaining strong if slightly subdued. Energy consumption increased to 28kWh/100km during our load run.

In strictly city driving, which the E-Transit is aimed at, it proved to be a capable workhorse. It can do the job quite economically, too, given that during most of our testing in Normal mode it was operating in the 0-50 per cent ‘power usage’ zone which provides ample performance.

ANCAP is not applicable to heavy commercial vehicles but the E-Transit shares the same six airbags and active safety and driver assistance as other Transits.

Highlights include AEB with pedestrian detection, adaptive cruise control, blind-spot monitoring and rear cross-traffic alert, lane-keeping assist, traffic sign recognition, a reversing camera, rear parking sensors and more.

Toyota covers the HiLux with a five-year/unlimited km warranty which is extended to seven years on engine and driveline.

Scheduled servicing remains conspicuously short at six months/10,000km, whichever occurs first.

Capped-price service pricing of $290 for each of the first six scheduled services works out at $580 per year.

The E-Transit is covered by a five-year/unlimited km warranty plus a separate warranty for the lithium-ion battery and high-voltage electrical components of eight years/160,000km, whichever occurs first.

Capped-price service intervals are 12 months/30,000km, with a total cost for the first five scheduled services of $925 or just $185 per service. Such low maintenance costs are in stark contrast to the purchase price!