Toyota HiLux VS Great Wall Steed
- Solid safety spec offer
- Decent ownership prospects
- Good range of variants
- Harsh ride unladen
- Cab chassis models have no reversing camera
- Lacking some polish against newer rivals
Great Wall Steed
- Low price
- One-tonne payload
- Standard equipment list
- Overall refinement
- Large turning circle
- Steering weight/gearing
There’s plenty to be said for the new-generation Toyota HiLux, and while a lot of customers will be shopping for the top-of-the-range variants, there’s plenty of value to be found in the work-focused Workmate models.
And that’s what we’re looking at here - a Workmate dual cab, which, while it may look like a 4WD, is actually a high-riding rear-wheel drive dual cab. Or, to be precise, the Workmate 4x2 Double Cab pick-up Hi-Rider.
We spent a bit of time with this updated version of the HiLux ute, and even chucked a bit of load in the back thanks to our mates in the mountains. More on that - and everything else you need to know about the Workmate range - below.
Read More: Toyota HiLux 2021 review
|Engine Type||2.4L turbo|
Great Wall Steed
Great Wall has been China’s best-selling ute brand for nearly two decades, so it’s not surprising to see the company spreading its global footprint into Australia’s hotly contested dual-cab 4x4 ute market.
What its diesel-powered Steed may lack in performance and overall refinement compared to mainstream rivals, it balances with a huge saving in purchase price. And therein lies the choice of going Chinese - price vs quality.
|Engine Type||2.0L turbo|
It isn’t as polished as some of its rivals, and doesn’t have as much tech or flair to its offering either. But as a workhorse offering with a solid ownership promise and unquestionable resale value, the Toyota HiLux Workmate - no matter the derivative you choose - remains a compelling option for those who use their ute for work more than play.
Thanks to our mates at Lower Mountains Landscape Supplies for the sandbag load in the Workmate 4x2 Hi-Rider pick-up.
Thanks to our mates at IWP Training for putting 1000kg in the tray of the Workmate 4x2 cab-chassis low-rider.
Great Wall Steed6.5/10
On face value the Great Wall Steed 4x4 looks like a bargain, with its eye-poppingly low price, one-tonne payload rating and long list of standard features, particularly when compared to entry-level dual cabs offered by the segment leaders. However, those competitors more than make up for that lack of bling with superior all-round safety, performance, comfort, refinement and resale value. So for buyers more concerned about purchase price and creature comforts than any of its shortcomings – and there are quite a few - the Steed 4x4's value for money equation is about right. In other words, it needs to be this cheap to get buyers in.
Is the Great Wall Steed a bargain or is the low price just what it's really worth?
The most interesting thing about some versions of the Workmate in terms of design is that they haven’t been changed at all.
For the exterior, the Workmate single-cab variants and the low-riding 4x2 dual-cab pick-up don’t see the visual changes of the 4x2 Hi-Rider and 4x4 extra- and dual-cab variants, which score a slightly more aggressive front fascia.
Toyota Australia says it was more important to address the higher grade models with the new look, and that keeping the same front end on the “narrow body” models would help keep costs lower.
That’s all well and good, but it does seem a little weird to do a “major overhaul” of the ute and keep it looking the same. I guess owners of early examples will be happy, as their utes won’t look as outdated?
But the important thing is that HiLux Workmate buyers have so many body styles available to them, and that’s arguably going to matter more than what the ute looks like for a Workmate customer.
We’ll run through some of the important elements here, like dimensions and payloads. First up, let’s size up the versions of the HiLux Workmate (note - your dimensions may vary, depending on the tray body fitted).
If you’re buying a pick-up over a cab-chassis, you’ll know that comes with limitations. The flat bed of a tray back cab-chassis model is always going to offer more practicality - and if you buy a 4x2 or 4x4 single cab, or the 4x4 extra cab, you’re getting a tray back. But we’ve covered off the load space dimensions for the dual cab ute/pick-up below - the figures are the same for the 4x2 and 4x4 models.
Dual cab ute
Cargo floor length
Width between wheel arches
As mentioned, the tub models will always suffer compromises that table-top models won’t, and that includes the inability to fit an Aussie pallet (1165mm x 1165mm) between the wheel arches.
Space is one thing, but payload capacity for the different body styles is another matter altogether. Don’t forget, payload will be affected by the tray body fitted if you’re choosing a cab-chassis.
Dual cab ute
Gross vehicle mass (GVM)
2700-3100kg, depending on model, engine, drivetrain
Gross combination mass (GCM)
4x2 low rider: 5200-5250kg
4x2 Hi-Rider: 5650kg
All models: 750kg unbraked
4x2 petrol: 2500kg braked
4x4 diesel: 3500kg braked
Not everyone goes off-road. Both our test vehicles in Workmate spec were 4x2 rear-wheel drive (RWD) models, but that doesn’t mean you won’t consider things like ground clearance - especially if you’re weighing up between a low-riding version and Hi-Rider 2WD.
Here are the dimensions and figures for 4x2 and 4x4 models.
Ground clearance mm
4x2 petrol: 174mm
All other variants: 216mm
4x2 petrol: 23 degrees
All other variants: 29 degrees
Break over/ramp over angle
Not listed by Toyota
4x2 dual cab petrol: 20 degrees
4x4 single cab diesel: 25 degrees
4x4 dual cab diesel, extra cab-chassis, dual cab-chassis: 26 degrees
4x2 Hi-Rider, Workmate 4x4 manual dual cab ute: 27 degrees
Great Wall Steed6/10
The Steed is deceptively large. Compared to the Ford Ranger dual cab 4x4, it's 235mm longer, 50mm narrower, 40mm lower and its ladder-frame chassis rides on a 3200mm wheelbase, which is only 20mm shorter. Like the Ranger, it has double-wishbone front suspension and a leaf-spring live rear axle, but runs rear disc brakes where the Ford has drums.
Off-road credentials include 171mm of ground clearance, an approach angle of 25 degrees, departure angle of 21 degrees and ramp-over angle of 18 degrees, all figures which are far from class-leading. Plus there's a large 14.5-metre turning circle (compared to Ranger at 12.7m and Hilux at 11.8m).
It has a relatively slim body profile when viewed from the side, which translates to a relatively short floor-to-roof height, reminiscent of utes past. This means shallower foot wells and higher knee/upper thigh angles that concentrate more weight on the base of the spine, reducing comfort on longer journeys.
The rear outer seating positions are tight, particularly for tall adults, with limited head and leg room. For those sitting in the centre rear position, headroom is even less. And because the front doors are considerably longer than the rears (like the Amarok), the B pillar’s more rearward location impedes the ‘pathway’ to the rear seat, particularly for those with larger shoes.
Overall panel fit is acceptable, but some areas of trim, like the crooked stitched seam across the dash-pad directly in front of the driver, affect perceptions of quality.
The practicality you get depends on the body style you choose. That’s an obvious statement, sure, but you might be wondering how many seats are in the HiLux Workmate? Single cab models have two seats, extra cab models have four seats, and dual cab variants have five seats.
And the practicality of the respective body styles is unchanged up front, whether you choose the two-, four- or five-seater. Everything forward of the B-pillar is the same.
That means that all HiLux Workmate models get the same dash treatment, including a newly redesigned cluster for the driver with a new digital display that incorporates a digital speedometer, which is a huge helper if your licence has seen better days.
Then there’s the new 8.0-inch touchscreen media system, with buttons and volume/tuning knobs that have been designed to work with heavy gloves, according to Toyota. The old screen - with touch-sensitive controls and no knobs - was lambasted by tradies, so it’s great to see Toyota has listened.
Plus the new screen includes Apple CarPlay and Android Auto, so you can plug your USB cable in and mirror your phone onto the media screen. It really is a big step forward, and because no Workmate model comes with sat nav GPS, even as an option, this is the way to go if you’re frequently 'lost on the way to the job.' But there is only one USB port - many rivals offer two.
The materials and design are otherwise unchanged, meaning hard-wearing vinyl floors and hard plastic finishes everywhere, but excellent practicality - two cup holders between the seats, two pop-out ones in the sides of the dashboard, bottle holders in the doors (single and dual cab), and a dual glove box with other loose item storage caddies, too.
If you get an extra cab you could consider it a two seater with additional secure storage, and many of the newer utes coming out have actually deleted the seats due to apparent safety concerns. But the Toyota still has two extra seats in the back.
The dual cab Workmate models don’t get the 60/40 split-fold rear seat base, but you can still fold up the entire seat base to allow additional storage - you don’t want to wreck the fabric on the rear seats with dirty tools, or grimy hardware.
If you do happen to have people in the back, the space isn’t as good as some other double cab models out there. Knee room is tight, headroom could be better, and there are those fixed grab handles that eat into the space. You might need to keep your hardhat on, too, as they’re certainly heatbuttable.
The dual cab’s back seat has twin map pockets and bottle holders in the doors, but no fold down armrest, no cup holders and no air vents.
Great Wall Steed6/10
The Steed’s 1900kg kerb weight is relatively light for its size and with a 2920kg GVM it’s a genuine ‘one tonner’ with a maximum payload of 1020kg. It’s also rated to tow only 2000kg of braked trailer, but with a GCM of 4920kg it can carry its maximum payload while doing it, which is a practical compromise.
The fully lined cargo bed is 1545mm long, 1460mm wide and 480mm deep. Like most dual-cab utes there’s not enough width between the wheel arches to carry a standard Aussie pallet, but it has four sturdy and well-positioned anchorage points for securing loads.
Cabin-storage options include a bottle holder and upper/lower storage pockets in each front door, a single glovebox, centre console with open storage cubby at the front, two cup holders in the centre and a box with padded lid at the rear that doubles as an armrest. To the right of the driver’s head there’s also a roof-mounted sunglasses holder with a spring-loaded lid, but it’s too shallow to be able to close the lid with a pair of Oakleys inside.
Back-seat passengers get overlooked when it comes to storage, as there are only slim pockets on the rear of each front seat and no bottle holders or storage pockets in the doors. And there’s no fold-down centre armrest either, which would be a useful place to offer at least two cup holders when the rear seat only has two occupants.
Price and features
You will find the Workmate badge on the most bodystyles of any HiLux in the line-up. You can get it in single cab-chassis, extra cab-chassis, extra cab ute, and dual cab-chassis and dual cab ute body styles.
And then there’s the choice of petrol or diesel, manual or automatic, and whether you want it in low-riding or high-riding (Hi-Rider, as Toyota calls it) 2WD/4x2/rear-wheel drive versions, or in a more hardcore 4WD (or 4x4).
The model mix for Workmate versions is as complex as it sounds, so here’s a neat table to make it a bit simpler! Just note, the price list you see below represents the cost of the ute before on-roads costs - that’s known as the MSRP or the RRP, and it’s not a drive-away price.
|Drivetrain||Body type||Engine and Transmission||List pricing (Before on-road costs)|
|4x2||Single cab-chassis- low rider||2.7L petrol, five-speed manual||$23,590|
|2.7L petrol, six-speed auto||$25,590|
|Single cab shassis Hi-Rider||2.4L turbo diesel, six-speed manual||$28,830|
|Dual cab ute low-rider||2.7L petrol, five-speed manual||$33,070|
|2.7L petrol, six-speed auto||$35,070|
|Dual cab ute Hi-Rider||2.4L turbo diesel six-speed manual||$40,160|
|2.4L turbo diesel six-speed auto||$42,160|
|4x4||Single cab-chassis||2.4L turbo diesel six-speed auto||$39,520|
|Extra cab-chassis||2.4L turbo diesel six-speed auto||$45,220|
|Dual cab-chassis||2.4L turbo diesel six-speed auto||$47,290|
|Dual cab ute||2.4L turbo diesel six-speed manual||$46,790|
|2.4L turbo diesel six-speed auto||$48,790|
You get the same general level of specification on all the Workmate models, with standard equipment incorporating standard steel wheels - black 16-inch diameter for 4x2 models, while 4x4 single cab versions get silver 17-inch rims, and there are black 17-inch wheels with all-terrain tyres on 4x4 extra cab and dual cab variants.
All Workmate models have standard auto halogen headlights, vinyl flooring and all-weather floor mats, cloth seat trim, a 4.2-inch digital display with digital speedo readout, and a new 8.0-inch touchscreen display with Apple CarPlay and Android Auto smartphone mirroring.
And while you get the choice of petrol or diesel, the latter models - across all trim lines - score a new variable-flow control power-steering pump. More on that in the driving section.
There are other accessories available from the Toyota parts catalogue as you’d expect, including: bull bar, tow bar, nudge bar, ladder rack, side steps, bonnet protector, tub liner, canopy, and more.
You might be curious about safety technology - and it's great to see Toyota doesn’t pick and choose between the variants as to which model gets what. There’s a decent array of safety technology fitted for the most part, and we’ll cover that off in the safety section below.
What about colours? Workmate models can be had in white (no cost), while the premium paint choices are silver, grey, black or blue (all $600).
Great Wall Steed8/10
Available only as a dual-cab ute with five-speed or six-speed manual transmissions and a choice of petrol 4x2, diesel 4x2 and diesel 4x4 drivetrains. It’s also only available in one well-equipped model grade, so every Steed buyer gets a burger with the lot. Albeit a Chinese burger.
Our test vehicle was the diesel 4x4 six-speed manual, which, at only $30,990, presents a compelling value-for-money comparison for those wanting a brand new ute who don’t have big dollars to spend. For example, the cheapest Ford Ranger dual cab 4x4 is the XL with 2.2 litre diesel and six-speed manual at $45,090, and the cheapest Toyota Hilux equivalent is the hose-me-out Workmate 2.4 diesel with six-speed manual at $43,990.
The Steed’s single model specification also includes numerous features and creature comforts you won’t find on rival entry-level utes costing 30 per cent more. There are lots of chrome body highlights, including roof racks, stainless-steel sports bar and door scuff plates, side steps, cargo bed liner, 16-inch alloy wheels with 235/70R16 tyres and a full-size spare, leather-appointed trim including steering wheel and gear-knob, heated front seats with six-way adjustable powered driver’s seat, electric-folding door mirrors with demisters and indicators, tyre-pressure monitoring and six-speaker sound system with touchscreen, steering-wheel controls and multiple connectivity including Bluetooth, to name a few. A tow bar, tonneau cover and sat-nav with reversing camera are optional.
Engine & trans
While there has been a lot of noise around the HiLux finally getting a big power bump - that up-spec 2.8-litre engine isn’t available in the Workmate models.
Instead, Workmate variants get a choice of a petrol motor or a smaller capacity diesel unit.
The engine in the range-opening Workmate 4x2 models is the 2.7-litre petrol four-cylinder, known as the 2TR-FE. It has outputs of 122kW of power (at 5200rpm) and 245Nm of torque (at 4000rpm), and is available with a five-speed manual gearbox or six-speed automatic transmission.
The diesel option in the Workmate 4x2 and 4x4 models is a 2.4-litre turbo-diesel four-cylinder engine known as 2GD-FTV. Power is rated at 110kW (at 3400rpm) and torque is 400Nm (from 1600-2000rpm).
There is the choice of six-speed manual or six-speed automatic gearbox in 4x2 and 4x4 applications in the Workmate range.
So, no 2.8L, no hybrid, no electric… no nonsense, I guess?
Great Wall Steed6/10
The GW4D20B is a Euro 5-compliant 2.0-litre turbocharged common-rail four-cylinder diesel that delivers 110kW at 4000rpm and a relatively small 310Nm serving of torque between 1800-2800rpm.
There’s only a six-speed manual available, so an automatic option would broaden the Steed’s showroom appeal enormously. The 4x4 drivetrain uses a Borg Warner part-time dual-range transfer case with electronic dashboard control, and there’s no locking rear differential.
Fuel consumption varies depending on the powertrain you choose.
The fuel economy king isn’t the petrol, which has claimed fuel consumption of: 11.1L/100km (4x2 cab-chassis manual); 10.9L/100km (4x2 cab-chassis auto); 10.7L/100km (4x2 dual cab manual); and 10.4L/100km (4x2 dual cab auto).
On test in the 4x2 manual single cab-chassis, with a load, and without, we averaged 11.4L/100km. And it was only a short loaded drive test.
The diesel versions of the Workmate offer better promise of lower fuel consumption, with fuel use in the 4x2 diesel Workmate models pegged at 7.8L/100km for the single cab-chassis manual, while the 4x2 dual cab pick-up claims 6.9L/100km and 7.5L/100km for the manual and auto respectively.
The 4x4 Workmate models claim: 7.4L/100km (single cab-chassis manual); 8.0L/100km (extra cab-chassis and dual cab-chassis auto); 7.1L/100km (dual cab pick-up manual) and 7.8L/100km (dual cab pick-up auto).
When we tested the diesel auto 4x2 Hi-Rider dual cab, we saw a return of 8.4L/100km across loaded (600kg of sand bags) and unloaded testing.
Great Wall Steed8/10
Great Wall claims a combined figure of 9.0L/100km and at the end of our test the instrument read-out was showing 9.5. That was close to our own figures, based on ‘real world’ trip-meter and fuel-bowser readings, which came in at 10.34, or about average for this segment.
Based on those numbers, its 70-litre fuel tank should deliver a driving range of around 680km.
I first sampled the 4x2 Workmate Hi-Rider 2.4-litre diesel auto, and it came across as a really solid proposition for those who don’t need the bells and whistles or a 4x4 system.
In fact, I bet that this sort of ute would be as well suited to the majority of buyers who spend up big on an SR5 dual cab 4x4 but never actually go off-road.
Indeed, that’s the great thing about the HiLux Workmate range - if you know you don’t need 4x4, there are plenty of 4x2 options available.
And the Hi-Rider diesel model has the advantage that it is rated to tow the maximum 3500kg capacity, but the disadvantage for hard-working tradies - especially those shorter in stature - is that it’s a step up into the cab (no side steps), and a running jump into the tub - unless you option the new rear Tub Step accessory, which is mounted to the rear corner of the chassis and allows easier tub access.
And while this isn’t strictly a driving impression, the strangest thing about the HiLux is that you’re getting some really advanced features for a work ready ute.
It’s becoming the norm, but it does seem weird when you sit inside and see your digital speedometer, with the knowledge that there’s autonomous emergency braking (AEB) and a lane departure system - yet you’re gripping a polyurethane steering wheel, sitting on cloth seats and your feet are placed on rubber floors - there’s not even height adjustment for the driver’s seat, and the sound system only has four speakers.
Anyway, the diesel dual cab is pretty impressive. There’s nothing wrong with the 2.4-litre’s engine tune, and in some instances it actually feels almost as peppy as the 2.8L I sampled in the SR5+.
But it does have some noticeable engine noise, and just like the other powertrain there is some noticeable shuffling between gears - the six-speed auto seems to aim to keep things in the best torque band, which is no bad thing, but you can hear it doing so. It gets along pretty well, and I had no trouble keeping pace with traffic.
The transmission doesn’t seem to exhibit the same grade logic downhill downshifting as the SR5 does. And there's some turbo lag noticeable with 600kg of weight on board (from our mates at Lower Mountains Landscape Supplies).
With that weight on board the brakes have a slightly soft feel to them, but they are progressive and easy to predict whether loaded or not.
The steering is light but still has a bit of feel to it at lower pace, while at speeds above 80km/h there is a level of vagueness, which is exacerbated when there's weight over the rear axle.
The suspension is reasonable without a load on board. Not as good as Ranger or Amarok, but better than the last HiLux. And while you can still feel small inconsistencies and it gets the jitters at low speeds, the ride becomes spongier with weight on board. In fact it's very comfortable at higher speed with that much mass in the back.
Next up we drove the petrol cab-chassis, and it offered up a few surprises.
First, let’s consider the loaded up driving impressions - thanks to a load of 1000kg in the tray courtesy of our mates at IWP Training.
The engine pulls harder than expected, and while it has a torque deficit compared to the diesels, there’s a decent drivability and rev-happiness that the petrol offers.
The smooth and short gearshift is a nice surprise, too (we also had a D-Max SX on site, and it had a longer, notchier throw). The gearing is pretty well suited to this type of hard work driving.
It's surprising how urgent the engine response is. It's super easy to drive with that much weight on board, but I did keep going for a sixth gear that doesn’t exist in the manual Workmate petrol.
It sounds like it’s working harder than it is - the engine is quite audible, and at times it can sound more asthmatic than its actual response.
In fact, if you were gonna be running around with this much weight in the back of your work ute you could be doing a lot worse than a 4x2 petrol Workmate cab chassis. It offers enough poke, and also has good quality – both in terms of ride and comfort and control and general drivability. It is well and truly made for this job.
The lower centre of gravity assists in making the HiLux feel more planted and deal with the weight better than a high riding two-wheel drive, with less pitching fore and aft and nice feel on the road.
The steering - which hasn’t seen the addition of that new variable control system, as it’s only fitted to diesel models - is quite good, and even the breaking performance is commendable with that much mass in the tray.
But without weight in the back it’s still punishingly firm in terms of the suspension. The rear-end bucks and jumps over bumps, never feeling as though it’s as surefooted as it could be.
The D-Max we had with us showed up the HiLux hugely in that respect. If you don’t hit any bumpy sections, it’s smooth to drive in. But as soon as you hit a sharp edge or any sort of inconsistency in the surface below it can be quite violent in its response.
Great Wall Steed6/10
There’s a pleasant whiff of leather when you open the door, but the driving position is compromised by the high floor height and relatively shallow foot-well. For taller drivers this positions the knees close to the steering wheel, even in its highest position, which can hamper turning, and comfort, at times. Ergonomically wonderful it is not.
The left footrest is well positioned but the vertical section of console right next to it has an uncomfortable sharp-radius edge where the upper shin and knee rest against it. And on the right-hand side, the window control panel at the front of the door-pull also has quite a hard edge where the right leg rests against it. Softer, larger radius edges on both sides would greatly increase driver comfort.
The power steering is too lightly weighted and remains vaguely linear in feel regardless of road speed. The gearing is also too low and requires excessive wheel-twirling relative to steering response, which is required often given its large turning circle and the number of multi-point turns needed as a result.
The 2.0-litre turbo-diesel’s lack of low-down torque is really noticeable below 1500rpm, as it falls off a cliff with what feels like zero turbo boost. The gearshift feel is also a bit notchy and the gear-stick itself has an annoying vibration in fifth and sixth gears.
The ride quality when empty is acceptable if a bit harsh in the rear over bumps, which is not uncommon with leaf-spring live rear axles designed to carry more than a tonne. We loaded 830kg into the cargo bed, which, with a 100kg driver equalled a payload of 930kg, or about 90kg short of its 1020kg maximum rating.
The rear springs compressed 51mm and the nose rose 17mm under this load, leaving adequate springing capacity. The ride quality also improved noticeably, with minimal decline in steering control and braking response. By keeping the revs up (and therefore turbo boost) it coped reasonably well with stop-start traffic.
The Steed definitely felt more at home at highway speeds, however. In top gear with the cruise control engaged, it rumbled comfortably within the engine’s peak torque band, showing just 2000rpm at 100km/h and 2100rpm at 110km/h. Engine, wind and tyre noise were unexpectedly low, allowing conversations to take place at normal levels.
The tyre-pressure monitor displayed in the driver’s information scroll works well (mandatory in the USA and EU) and adds considerable peace of mind, but the info menu should also include a digital speed read-out. A permanent display of the cruise control’s speed setting would be handy, too.
Given its small torque figure and the fact it had close to a tonne on its back, the Steed coped pretty well with our set climb (albeit with the right foot flat to the floor) powering up the 13 per cent 2.0-kilometre gradient at 60km/h in third gear at 2400rpm.
Toyota was at the front of the pack for safety tech in utes - for a couple of months. But it’s still impressive that the entire HiLux line-up has the maximum five-star ANCAP safety rating as per 2019 criteria. And there’s a good reason for that.
All HiLux models come with standard fit auto emergency braking (AEB) that works at speeds from 50km/h-180km/h, as well as pedestrian and cyclist detection operational from 10km/h-80km/h.
The HiLux gets a lane departure warning system with lane keeping assist that works by braking the wheels it needs to, in order to pull you into line - but it still runs hydraulic steering, so it can’t do full-scale lane keeping assistance.
Also standard is speed sign recognition and warning, and adaptive cruise control on manual and auto models. You can even just hit ‘set’ on the cruise control to raise or lower your speed to whatever the speed sign says.
While the spec is pretty good, there’s no blind spot monitoring or rear cross traffic alert, and - in a very disappointing continuation of the theme - Toyota still doesn’t offer a reversing camera on cab-chassis models. You get a rear-view camera standard on all pick-up models, though.
There are dual front, front side, driver’s knee and full-length curtain, for a total of seven airbags no matter the body style.
The dual cab versions have two ISOFIX outboard attachments and two loop-style top-tethers for baby seats.
Great Wall Steed6/10
There is no ANCAP rating for this Great Wall so far but the 4x2 variant tested in 2016 achieved only two stars out of five, which is terrible. Still, this one is equipped with dual front airbags, front-side and full-length side-curtain airbags, a three-point seatbelt for the centre rear passenger (but no head rest), ISOFIX child seat anchorage points on the two outer rear seating positions and a top tether for the centre seat position.
Active-safety features include Bosch electronic stability control with traction control, brake assist and hill start assist, but no AEB. There are also rear parking sensors, but rear view camera is optional (and should be standard).
Toyota has one of the strongest reputations in the Australian new car market when it comes to ownership and reliability.
However, with the HiLux, there have been a few issues over its head, specifically around the diesel particulate filter (DPF). You can read more about it at our Toyota HiLux problems page, as well as any other Toyota HiLux complaints, concerns, reliability issues or recalls.
Suffice it to say, the brand says it has your back no matter what. And it has a strong ownership promise on paper, too.
All models have a five-year/unlimited kilometre warranty, which can carry on to seven years/unlimited km if you maintain logbook servicing - it doesn’t even need to have been at a Toyota dealer, either. So long as you maintain it on schedule, the brand will back it for that extended period.
The bad news is that you need to service the HiLux more regularly than most of its competitors. The brand says it has no plans to increase service intervals to meet the current standard of 12 months/15,000km.
Instead, HiLux owners have to take their ute in to get serviced twice a year, with maintenance intervals set every six months or 10,000km, whichever happens soonest.
Diesel services are $250 a pop. That means you’ve got an annual $500 bill for maintenance for diesel models, which is higher than many rivals (Triton: $299/year). Petrol versions cost $220 per visit, so $440 a year.
Further, Toyota doesn’t include no-cost roadside assistance, either. You’ll have to sign up for it, at about $100 a year.
Strong on warranty cover, yes, but you may have to pay over the odds in order to sustain it.
Great Wall Steed6/10
Three-year/100,000km warranty and three-year roadside assistance. Service intervals and recommended (not capped price) servicing costs start at six months/5,000km ($395) then 12 months/15,000km ($563), 24 months/30,000km ($731) and 36 months/45,000km ($765).