2017 Toyota HiLux vs 2018

What's the difference?

We didn't expect the HiLux to be a bad tow vehicle, but we are surprised at just how good it really is. It excelled at pulling a medium-sized, yet awkwardly shaped load over a distance of more than 500 kilometres and, at times, treacherous weather conditions.

The changes may not be too much more than skin deep, but there’s no doubt that buyers will find value in these newly added models, and I can see why Toyota is putting the emphasis on the Rugged X - it looks more expensive than it is, and it argues a strong case in a busy segment of the market.

Even though the new-shape HiLux bears little resemblance to its forebear, some elements have survived the transition to the GD shape.

One of those is the stepped rear bumper, which incorporates a scooped section covered in grippy rubber that allows access to the rear tub without having to lower the tailgate.

The factory fitted towing drawbar sits neatly beneath the bumper, though the square hitch receiver does jut out slightly from the rear profile; watch those shins!

The tub's tailgate can be lowered without touching the trailer, even though it has an additional handle welded on over the tow ball hitch itself.

Design changes are the big differences for this trio of new models - and the new-look versions could be enough to spur sales along.

Let’s start with the Rogue model, which has - in this writer’s opinion - the most attractive exterior design to date in this generation. 

It’s a bit of a city-focused show pony, but not quite the full TRD look (there is no body kit or side skirts) - however, it does get a new hexagonal grille, a new front bumper and revised fog-light. It sports more aggressive alloys, but goes without the wheel-arch cladding. 

But it gains a hardtop tray cover for the tub, black sports bar and side-steps. It all adds up to a sportier looking version of the HiLux than anything that has come before it - even the TRD special edition of 2017. This model comes fitted with these goodies straight from the factory. Where is the Toyota HiLux built? Thailand, like the vast majority of utes sold here.

Unlike the Rogue, the Rugged and Rugged X models are put down a sort of production line in Australia, where they are fitted with a range of genuine accessories until they get to the point you see here. 

The more affordable Rugged model is based on the SR, and that means rubber floors rather than carpet, and halogen headlights rather than LEDs. But there are a few hardcore elements to the outside that make it stand out, like the steel bullbar, side steps with integrated rock rails, steel sports bar and blackened alloy wheels with Bridgestone Dueler all-terrain tyres.

Trainspotters may also notice the outlined Toyota lettering on the tailgate, a few details here and there, and a revised rear bar with integrated tow kit and bright red recovery hooks. 

The Rugged X steps things up even further - it’s based on the SR5 model, and gets a few model-specific extras such as a high-tensile alloy bash plate underbody protection and a winch-compatible streamlined steel bullbar - note the lack of headlight hoops, and the addition of LED driving lights and a broad light bar. At the back there are tail-light surrounds, and you can make your own mind up about those. 

Like the Rugged it has a black honeycomb grille, a snorkel, body cladding and the same alloy wheels - but this time with Dunlop Grandtrek tyres.

None of these models come with a soft top tonneau cover… in fact, not one of the HiLux models in the entire range has one fitted as standard. All three get a rear step bumper, because they’ve still got to be practical. 

The interior remains a bit of a talking point. Toyota took a big step towards SUV-like cabin finishes with the HiLux when it launched in this generation in 2015: there’s a touch screen in every variant, for example.

Because all four are based on the existing dual-cab models, the interior dimensions and practicality remain unchanged compared with the regular versions. But the Rogue and Rugged X gain leather trim which helps set them apart. 

The factory-fitted tow bar on the HiLux is mounted at a perfect height to be able to use the vast majority of trailers on the market. If a tow bar is mounted too high, then a step-down insert for the tow ball will be needed.

A flat-pin electrical connector is also fitted, along with a brake controller with the dial under the driver's right hand.

Speaking of brake controllers, the notion of a braked trailer is quite an important one to understand. Larger trailers are equipped with an electric braking system that can also be controlled within the tow car's cabin via a small dial. These systems don't come fitted from the factory, and they need to be correctly installed by an auto electrician.

The SR5 is designed more to be used in the wilds of suburbia than in the mining pits of the Pilbara.

The brake force dial essentially turns the braking performance of the trailer up or down depending on the conditions. If the trailer is fully laden and descending a hill, you will need to turn more brake bias towards the rear of the car to give it stronger braking.

However, if the trailer is empty, you can turn the brake force down to reduce the chance of it locking tyres and skipping when coming to a stop. It's very important that the driver of the tow vehicle understands how to use the brake force dial, so manuals should be read and questions should be asked.

Backing up to the trailer is made easy with extra lines and a small crosshatch on the reversing camera screen which shows exactly where the centre line of the rear of the car is, and allows for simple reversal right up to the tow ball.

The HiLux's cabin ergonomics are well chronicled, but suffice it to say the five seater is comfortable up front, especially in SR5 form, with cup holders in the console and bottle holders in the doors.

There's an 'Intelligent Manual Transmission' mode switch to help match revs on downshifts, too, which is a neat feature. The multimedia system is starting to show its age, though, and it misses out on Apple CarPlay and Android Auto.

Dual cab utes with five seats are relatively family friendly, and these three models are expected to appeal to parents and tradies alike - and these three new models are restricted to this body style - so there won’t be any extra cab / space cab versions, and unless you remove the tub yourself and put an aluminium or steel tray on, you won’t be getting the choice of a flat tray cab chassis, either.

I mean, if you look at it this way, the Rogue with its hard tonneau cover and marine carpet-lined tray is like an off-roader with a lot of boot space, with easily enough space for your tool kit or some luggage. And it could be even more practical if you choose to option a canopy, plus you might want to add roof racks or rails on top.

Let’s talk tub dimensions - the internal size of the HiLux tray is 1569mm long, 1645mm wide (and 1109mm between the wheel arches - less the width of the bars of the sports bar - 25mm on each side), while the depth is 470mm. 

Now, inside.

The Rogue and Rugged X versions get the same black-on-black-on-black interior, with perforated leather trim, electric driver’s seat adjustment, front seat heating and new instrument cluster dials with an orange and black design. They’re nice, but they clash with the blue/green graphics of the driver info screen, which still lacks a digital speed readout. The top models have carpet flooring, where the more affordable Rugged model (remember, it’s based on the SR) has rubber floors and cloth seats.

There are cupholders in front of the gear selector if you choose an auto (you get one between the seats in the manual models), plus two pop-out cupholders at the edge of the dashboard that are very handy. You’ll find bottle holders in the doors, and every HiLux has a dual glovebox set-up. I like the shopping bag hooks in the front seatbacks, too. 

Space for adults isn’t terrific, nor is it terrible. With the driver’s seat set to my driving position (I’m 183cm tall), I had just enough kneeroom, while toe room was a little tight, and shoulder space would be a squeeze with three across.

There are ISOFIX and top tether child-seat anchor points, but taller occupants in dual cab models will need to watch their heads on the grab-handles when going seriously off-road. Rear-seat air vents are fitted to Rogue and Rugged X, but not Rugged.

The HiLux remains one of the only dual cabs with reach and rake adjustment for the steering wheel (not even the new Merc ute has that!), and seat comfort and support is very good. 

The touch screen multimedia infotainment system isn’t terrific - there are better examples in the Volkswagen Amarok or Ford Ranger, both of which feature Apple CarPlay and Android Auto phone mirroring, too. You can’t get that in any Toyota in Australia at the time of writing. The Rugged, Rugged X and Rogue all have sat nav / GPS navigation and DAB+ digital radio.

How much does each of the new models in the HiLux range cost? Well, here’s a price list - a guide to the price of each model (plus on-road costs, or the RRP / list price) which will hopefully make it easy to do a models comparison in your head.

First off, the Rugged. It is based on the SR model, and is priced at $54,990 for the six-speed manual version and $56,990 for the six-speed automatic.

Every HiLux comes with central locking, a digital clock, cruise control, power steering, electric windows and Toyota’s world-renowned ice-cold air-conditioning. There’s a sound system with six speakers (no subwoofer), plus a touch screen with radio, CD player and MP3 capability, plus USB and Bluetooth. DAB digital radio is fitted, but you can forget smartphone mirroring technology.

Now, clearly these models have been shopping in the Toyota genuine accessories catalogue, with a heavy-duty hooped premium steel bullbar fitted to the Rugged model (forget the nudge bar, hey?), along with a snorkel, plus there are 17-inch alloy rims with Bridgestone Dueler all-terrain tyres.

The Rugged model also gets a heavy-duty steel rear bar with integrated step, a towbar, towball and tongue (and seven-pin flat trailer wiring harness), rear recovery points, side rock rails, black body side mouldings, a snorkel, a black sports bar with multiple tie-down points, a tub liner with tailgate protection, a black tailgate handle, plus dark grey badges and Rugged decals.

The Rugged X is based on the SR5 model, and is priced at $61,690 for the manual and $63,690 for the auto.

Being based on the high-spec SR5 it has features like smart key and push-button start, dual-zone climate control AC, plus LED headlights and LED daytime running lights (they are great if you do a lot of driving at night - better than HID or projectors, for sure - and definitely an improvement on the halogens in the Rugged). And gone is the chrome sports bar of the SR5, in favour of a black one. 

Inside, the Rugged X and Rogue share the same interior - that means new black perforated leather-accented seats with seat heating and electric adjustment up front, plus metallic black ornamentation, a black roof headliner, front and rear carpet floor mats, a new instrument cluster design with white illumination and orange needles.

You can tell a Rugged X from the outside by its 17-inch alloys (identical to Rugged), heavy-duty steel front bar and bash plate, revised grille design, LED light bar and spread beam driving lights, front and rear recovery points, heavy-duty steel rear bar with integrated step, side rock rails, snorkel, towball and tongue (with seven-pin flat trailer wiring harness).

It also has black wheel-arch and body side mouldings, a black sports bar with multiple tie-down points, a tub liner with tailgate protection, gloss black exterior mirror caps and door handles, matte black tail lamp surrounds, a black tailgate handle and dark grey badges and Rugged X decals.

While the Rogue model isn’t quite the TRD special of last year, it could be considered like a sports pack for the SR5. Sadly, no model is available with a sunroof, even as an option.

The Rogue model is auto only, and is priced at $61,690 - and comes with an identical interior to the Rugged X - but it is visually differentiated a lot more on the outside.

The Rogue wears model-specific 18-inch rims, a 'premium new style' front bumper and revised grille, grey-painted rear bumper with larger step, towball and tongue (with seven-pin flat trailer wiring harness), a black sports bar with tie-down points, body-coloured hard tonneau cover, marine-grade carpet tub liner (great if you’re a keen fisherman or boating enthusiast) gloss black exterior mirror caps and door handles, plus  a black tailgate handle and dark grey badges and Rogue decals.

Colour options for the HiLux Rugged, Rugged X and Rogue models at launch are: Silver Sky, Graphite (grey), Crystal Pearl White, Eclipse Black and Glacier White. You can’t get these models in Nebula Blue or Olympia Red at the moment, and there is no green paint option available.

Safety-wise, all HiLux models come with electronic stability control (ESP / VSC) and seven airbags - see the safety section below for more info.

The HiLux's (1GD-FTV) four-cylinder single turbo-diesel delivers its maximum power of 130kW at 3400rpm and peak torque of 450Nm between 1400 and 2600rpm, and it's been built with towing in mind, thanks to updates to key parts like radiator internals.

Linked to the six-speed manual, it's a relatively quiet and pleasingly smooth, tractable engine to use. The manual, as mentioned, has a rev-matching button that works to smooth downchanges out, while the clutch action is comfortable and predictable.

The specifications rundown is easy for these three new models. All of them are 4x4 (4WD) - there’s no 4x2 (RWD) on offer, and each runs the same turbo diesel drivetrain, and therefore the same engine specs.

Each of these HiLux models has the same engine size - a 2.8-litre four-cylinder diesel with a single turbocharger and diesel particulate filter. And if you’re wondering whether the HiLux has a timing belt or chain, the answer is the latter.

As for horsepower, there is 130kW of power available, and torque varies from 420Nm in models with the six-speed manual transmission up to 450Nm in the automatic gearbox.

And you can forget diesel vs petrol - it’s an oil-burners only party in HiLuxville. That also means no LPG version, and this ute has a proper four-wheel drive system, so it’s not AWD.

The Rugged and Rugged X models both come with a towbar and the HiLux has a towing capacity of 750kg for a trailer without brakes, while automatic 4x4 models have a maximum braked capacity of 3200kg. Opt for a pick-up 4x4 with a clutch and you get the class-benchmark 3500kg capacity.

Fuel tank capacity is generous in all models: 80 litres in size, easily enough to ensure long range between fills.

What about load carrying capacity? Well, it’s a heck of a lot lower than the regular models, because of the extra weight.

The Rogue model is the best for payload, with a capacity of 826 kilograms. That’s about 100kg lower than the standard SR5.

The Rugged is rated at 765kg, while the Rugged X is pretty poorly at 748kg.

The gross vehicle weight / gross vehicle mass (GVM) is 3000kg for dual-cab 4x4 models.

Before we attached the trailer, a 100km stint on a brimmed tank indicated a fuel usage of 9.1L/100km on the dash and a top up of 10 litres (so 10.0L/100km)

We towed the outfit for 519km, and had to refuel at around the 447km mark, with the HiLux drinking 68L of diesel. With a fuel tank of 80L, this equals a towing economy figure of 15.2L/100km.

With plenty of rolling hills and lot of inclement weather (including nasty headwinds), this test was as far from a lab as you can get, and is a fair score considering the conditions. This score could be improved in fairer conditions, for sure.

Fuel consumption figures depend on the transmission you choose - but the diesel fuel economy for this 2.8-litre turbo-diesel is decent by class standards.

The 4x4 manual Rugged or Rugged X models are said to use 7.9 litres per 100 kilometres (which works out to 12.6 kilometres per litre), while the auto version of those two grades uses 8.6L/100km (11.6km L).

The Rogue model is auto only, and uses a little less fuel than its siblings: the claim is 8.5L/100km (11.7km L).

For what it's worth, we saw 11.2L/100km (8.9 km L) on a mix of open road, slow crawl and mid-speed gravel testing.

And like I said before - at this level, there is no petrol option. No matter, you’ll get better mileage out of a diesel, anyway. If you’re really into fuel saving, there’s an Eco Mode that dulls throttle response and the air-conditioning ferocity to help cut fuel use, while 'Power Mode' sharpens up acceleration.

While it's not quite accurate to call the 3500kg load towing ability disingenuous, it's worth noting if you have a tow toy that's pushing that total, a couple of key figures come into play.

Let's quickly recap; a vehicle's kerb weight is the mass of a vehicle complete with all fluids and a full tank of fuel, but with no passengers or cargo.

On top of that, all vehicles have a gross vehicle mass (GVM) assigned to them, which is basically the kerb weight of the car plus its payload, including humans.

The next figure to consider is the gross combined mass (GCM) which, as you can imagine, is the combined total of the car, the payload, the trailer, the trailer's load and everything else aboard.

We opted for a dual axle dovetail car trailer to tow our small Suzuki Ignis Sport race car to two venues across New South Wales over two days.

In this case, the kerb weight of the HiLux is listed at 1930kg (ours weighed 2120kg at a commercial weighbridge, thanks to the tow pack and leather interior), its GVM is listed as 2780kg and its GCM as 5850kg.

We opted for a dual axle dovetail car trailer to tow our small Suzuki Ignis Sport race car to two venues across New South Wales over two days. Using the same weighbridge, the dovetail trailer came in at 790kg. Our little race car, meanwhile, came in at 840kg.

Using our high school maths to the best of our ability, that equals a total payload of 1640kg.

In our case, while our actual trailer and load wasn't too heavy, we were also carrying 175kg of gear including spare wheels, tools, jerry cans and spares.

And the weight of the passengers should be considered. In our case, total passenger weight was around 190kg, but of course a five-seat car can theoretically carry anywhere up to 600kg of passenger load.

So, our 2120kg HiLux, plus its 1640kg of car and trailer, 190kg of humans and 150kg of gear actually weighs 4100kg all up.

Say, for example, your trailer actually weighs 3500kg - this is a bloody large trailer, by the way – that figure jumps to 5960kg, and you're officially overweight. The heavier your trailer, the more your ability to carry people and luggage is reduced.

Taking all of our payload and trailer weights into consideration, the HiLux is left with a reserve of approximately 1750kg, which means there should be plenty of performance in reserve for the long trips we have planned.

The HiLux is fitted with longer leaf springs set wider apart in the rear to cope with its claimed 920kg payload capacity, and this stiffer suspension set up really helps turn the HiLux into a very good tow vehicle.

Without a trailer on board and in two (rear)-wheel drive mode, the HiLux can be skittish and unsettled in the rear end, particularly in wet conditions, but there was none of that in evidence once the trailer was on, even through the torrential downpours that drenched Sydney in early autumn. 

Helping here is the standard trailer sway control built into the HiLux's stability control system.

The HiLux towed the oddly shaped, un-aerodynamic load with little fuss.

There were a couple of issues of note, though. Firstly, the combination picked up an odd vibration at around 90-95km/h, which even shifting the car on the trailer couldn't iron out.

And while the strength of the 2.8-litre turbo-diesel teamed with the slick-action (for a 4x4 ute, at least) manual was most useful up hills, it didn't provide much in the way of engine braking on the way back down.

Sixth gear is best kept for long, gentle level-to-downhill runs; climbing a rise in top gear with load on board saw you reaching for the shifter sooner rather than later.

Overall, though, the HiLux towed the oddly shaped, un-aerodynamic load with little fuss, and allowed us to stay with the flow of freeway traffic without drama.

It’s just like the regular HiLux. Funny, that…

There are no significant changes to the hardware - the drivetrain is the same, the steering is the same, the brakes are the same. Only the Rugged and Rugged X versions get new front springs to help deal with the extra weight of the bullbar and underbody protection.

We spent a lot of time driving on outback highways, with the odd small town (Hawker, Parachilna, Port Augusta) the only urban interludes. On roads like these you’re not typically asking much of the engine, and that was the case here.

When it came to overtaking moves I found out what the 2.8-litre turbo-diesel and six-speed automatic was about. In Eco mode it’s a bit gutless (adding an extra 200 kilograms of bolt-on bits will do that), but in normal or Power mode, the drivetrain is willing and punchy enough.

In the past I’ve found the auto can be a bit fussy at low speeds, in particular when you’re applying the brakes while going down a hill. However, for the most part, the drivetrain is perfectly suitable for this application.

Hey, a bigger engine - or even just a tweak to the outputs - would have been welcome for these special new additions to the range, but if you want a more torque-laden drive, you ought to look at the Ford Ranger, Holden Colorado or Volkswagen Amarok.

Underpinning the HiLux is double wishbone front suspension and leaf-spring rear suspension, and I have to say, the ride is terser than many rivals with nothing in the tray - and the slower you go, the worse it is.

However, as I’ve found, a few kilos in the tub will settle things nicely. Just be careful how many kilos, because the payload is pretty low in these new hardcore models - in fact, the heaviest model, the Rugged X, felt probably the most settled on the road.

As for steering, the hydraulic power steering is pretty well sorted, with good weighting and nice response. It isn’t as quick or easy to twirl as a Ranger, but nor is it as heavy as, say, a BT-50, or as slow as a Navara or X-Class… it’s a nice middle ground.

The 17-inch alloy wheels of the Rugged and Rugged X models alloy buyers to easily change to more aggressive all terrain or mud terrain tyres if they want to upgrade, while the 18s of the Rogue model would more likely see replacement with 20s, or 22s, or who knows… Just a shame it misses out on those wheel arch extensions.

Now, for the off road review - that was a big focus on the launch, particularly for the Rugged X - and I was certainly able to get an idea of its capabilities. If there was a separate section, it’d be at least an 8/10. Maybe even a 9/10.

The extra kit has had an impact on ground clearance - surprisingly, all three new models have less ground clearance mm than the SR5 dual cab. That model has 279mm, where according to Toyota the Rogue has just 216mm, while the Rugged has 253mm and the Rugged X 251mm.

The wading depth mm remains the same - 700mm - but approach and departure angles have changed. Again, the regular SR5 has a 31 approach angle degrees, where the Rugged and Rugged X models have 28, and Rogue has 30.

However, the big improvement according to Toyota is the corner approach angle: it sits at 39 degrees for the Rogue, 45 for the Rugged and 49 for the Rugged X.

The departure angle degrees has changed, too, due to the standard-fit tow bar: it’s 21 degrees for the Rugged and Rugged X, and 20 degrees for the Rogue. The standard SR5 with no bar is 26 degrees.

When you’re off-roading, the turning circle is also important: it’s identical for the three new models (and the existing models) at 12.6 metres. That’s pretty large - but the steering response and feel is impressive off-road.

Thankfully there’s less chrome to clean on these new models, because off-roading is a lot of fun in them.

We went on some 4H high-range-friendly gravel roads, which is where Toyota’s local engineering efforts with the HiLux shines through most. It remains settled and comfortable even if the surface gets rutted and rough.

We also did a more hardcore 4L low-range test, which included giving the rock rails a workout by intentionally pivoting on the edge of a boulder on a course set up by Toyota, and also found out the angles are pretty impressive first hand. Unfortunately there was no water in the river to verify the wading depth and ability of the snorkel. And yeah, there’s a rear differential lock in all models, but we didn’t need it - the same can be said for the hill descent control (which is reserved for the SR5-based Rugged X and Rogue).

Shame the Rugged model doesn’t get the same leather steering wheel as the Rogue and Rugged X. It’s a much nicer thing to hold.

It’s decent to drive, but not the best in class. And we’d have to put it against some competitors to see where it sits, but those after city-friendly comfort should still consider the Ranger and Amarok over this ute.

The Toyota HiLux scored the maximum five-star ANCAP crash test safety rating in 2015, and it hasn’t changed since. Even with the new front end treatment of each of these models, Toyota says the score remains intact.

Standard safety features across the range include electronic stability control with trailer sway control and seven airbags (dual front, front side, curtain and driver’s knee).

A reverse camera is standard. Buyers will need to pay Toyota’s dealership accessories team to fit rear parking sensors.

Every double-cab HiLux has dual outboard ISOFIX child seat anchor points.

Unlike some competitor utes such as the Mercedes X-Class and Ford Ranger, there is no advanced safety tech - no lane departure warning and no forward collision warning, let alone auto emergency braking (AEB). Oddly, you can get AEB and lane-keeping assist in the European-market HiLux, but Toyota Australia says that hasn’t been adopted here because of model timing. Seems a poor argument, really.

Every double-cab HiLux has dual outboard ISOFIX child seat anchor points - great for a baby seat or two, plus there are three top tether hooks for child restraints.

Toyota offers a fixed service regime for the HiLux of $240 per service for the first six services, up to a total of six over three years or 60,000km. Service intervals of 12 months or 10,000km are suggested.

The warranty is three years or 100,000km.

You really need to look hard and ask around to find out about common problems, faults, automatic transmission problems, injector issues and suspension complaints for the current-generation HiLux. Check out our Toyota HiLux problems page.

Maintenance costs for the HiLux are easy to calculate. Service costs follow a capped price servicing plan, and intervals are set at six months/10,000km - which is a lot more regular than some competitors. Toyota’s Service Advantage capped price plan sees private owners pay $240 per service for diesel utes.

The Japanese company backs its vehicles with the bare minimum three-year/100,000km warranty, which is pretty short - but with the reputation for reliability and durability the HiLux has, it’s easy to see why it’s the default choice. Plus you can expect strong resale value