Volkswagen Transporter vs Toyota HiLux

What's the difference?

The Transporter boasts a level of mechanical refinement, engine performance, ride quality, heavy load-carrying ability and general driver comfort that sets a high benchmark in this category. If not for its lack of an ANCAP rating and unacceptably high internal noise levels at highway speeds, it would be hard to fault.

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.

Our test vehicle’s 3400mm wheelbase is 400mm longer than the standard model, resulting in a corresponding increase in overall vehicle length to 5304mm and a 300mm increase in turning circle to 13.2 metres.

Its 1904mm width is an easy fit in most loading zones and the standard roof’s 1990mm height means it can access most underground and multi-storey carparks which typically cap vehicle heights under 2.2 metres. It comes standard with a kerbside cargo bay sliding door and single-lift tailgate.

The well-developed front wheel-drive chassis is simple and robust with MacPherson strut front suspension and semi-trailing arm coil-spring rear suspension, the latter equipped with stout rubber cones inside the spring coils to provide a second stage of support under heavy loads. Optional heavy-duty and rough road suspension packages are also available. Brakes are four-wheel discs.

You can always pick a van designed for hard work by the amount of black plastic in body areas prone to high wear and/or scrapes, chips and dents and the Transporter has most of those covered, including the front and rear bumpers, lower rear pillars, hubcaps, door handles and mirrors.

The cabin has a back-to-basics look and feel as highlighted by numerous plastic caps blanking dashboard slots where switches are fitted to higher-equipped models. However, it has most of what you need and none of what you don’t for this working role. Even so, the lack of fold-down inboard armrests and a driver’s left footrest are notable omissions and both would be welcome for long stints behind the wheel.

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.

With its 1865kg tare weight and 3000kg GVM, our test vehicle has a genuine one-tonne-plus payload rating of 1135kg and up to150kg of that can be carried on the roof. It’s also rated to tow up to 2500kg of braked trailer but that would require a sizeable 583kg reduction in payload to avoid exceeding the 4917kg GCM or Gross Combination Mass, which is how much it can legally carry and tow at the same time. Or you could keep the full payload and reduce the towing limit instead, from 2500kg to 1917kg, which may be a more useful compromise depending on work requirements.

The cargo bay, which offers 5.0 cubic metres of load volume, is 2975mm long, 1700mm wide and 1410mm high with 1244mm between the rear wheel housings. That means it can carry two 1165mm-square standard Aussie pallets, or up to three 1200 x 800mm Euro pallets, secured by a choice of eight load-anchorage points. However, the single-lift tailgate could make rear forklift access tricky, depending on forklift design and reach. The sliding door has a generous 1017mm opening for kerbside loading.

Although the load floor is bare and there’s no standard cargo protection for driver and passenger (optional rubber load floor mats and cargo barriers are available), the cargo bay walls and doors are lined to mid-height and the roof is also lined, with two roof lights providing ample illumination.

Cabin storage includes a large-bottle holder and huge storage bin in each front door, with a narrower second-tier storage shelf above which is ideal for holding smaller items like wallets, keys etc.

The dash provides another small-items cubby to the right of the steering wheel and the top dash-pad has small-bottle/cup holders at each end plus a steeply-angled open tray on the driver’s side which is ideal for storing clipboards, paperwork etc.

There’s no overhead sun-glasses holder but the passenger side of the dash offers two tiers of open storage and a large glovebox, plus another small-bottle/cup holder to the left of the gearshift console. An overhead storage shelf would be handy, given that there’s no centre console.

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.

The new electrically-assisted drivetrain is available only in SR/SR5 4x4 dual cabs and the Rogue, paired with the HiLux’s ubiquitous 2.8-litre four-cylinder turbo-diesel and six-speed automatic.

Our SR5 V-Active 48V test vehicle has a list price of $63,260. It’s also equipped with the optional premium interior package, which for an additional $2500 adds black leather-accented seats and door trims, heated front seats and an eight-way power-adjustable driver’s seat. Its eye-catching 'Nebula Blue' premium paint option adds another $675.

Latest MY24 updates feature a redesigned front fascia with black ‘honeycomb’ grille, plus wireless phone charging, two USB-C ports in the centre console for rear seat passengers to use and a tailgate equipped with gas-struts to ease opening/closing effort.

 Otherwise, it’s the same SR5 with which we’ve grown very familiar. Standard equipment includes 18-inch alloys and 265/60R18 tyres with a full-size alloy spare, along with LED lighting, side-steps, sports bar, privacy glass and more, even though Toyota still won’t throw in a tub-liner.

Inside is remote keyless entry/start, dual-zone climate, an air-conditioned cooler box, multiple USB ports/12-volt sockets and a 220-volt outlet, premium-grade steering wheel and shifter-knob, driver’s 4.2-inch colour multi-info display, a 360-degree camera view and more.

 The 8.0-inch touchscreen for the multimedia system, including six-speaker audio, appears to shrink as each year passes, but is easy to use and offers multiple connectivity including Apple CarPlay/Android Auto and digital radio. It also projects imagery for the various camera views.

This engine and transmission combination is the jewel in the Transporter crown with its energetic, flexible and efficient performance. The 2.0 litre, four-cylinder, direct-injection TDI340 turbo-diesel meets Euro 6 emissions using AdBlue and produces 110kW between 3250-3750rpm and 340Nm of torque across a 1500rpm-wide torque band between 1500-3000rpm.

The closely-spaced ratios in the seven-speed dual-clutch automatic are tailored to get the most out of this willing engine, with crisp and virtually seamless shifting. It also offers the choice of manual sequential-shifting, when hauling heavy loads in hilly terrain or simply for those wanting a more ‘sporting’ driving experience, but the seven-speeder usually does its best work when left to its own devices.

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).

We covered 283km (with auto start/stop disabled) which included about one third of that distance with a maximum payload. The dash display was claiming an average combined consumption of 8.1L/100km when we stopped to top-up the 80-litre tank. Our own figure calculated from fuel bowser and tripmeter readings came in even lower at 7.7 and both undercut VW’s official combined figure of 8.3L/100km. Needless to say, that’s outstanding real-world economy, which based on our figures should deliver a huge driving range of 900-1000km from its sizeable 80-litre tank. Possibly even further with auto start/stop enabled.

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.

Four-coil suspension provides a noticeably supple unladen ride quality, which is impressive for a commercial vehicle with a one-tonne payload rating. It also feels sure-footed and well planted on the road, particular on the many wet roads we encountered during a rain-affected week of testing.

With its upright steering wheel angle and nicely-weighted steering feel, it offers a comfortable almost car-like driving experience. The driver’s seat has height, backrest rake and lumbar adjustment; there’s no rake adjustment for the base cushion but it doesn’t really need it. There are also clear eyelines to all mirrors, a nicely-positioned gearshift and an uncluttered dashboard/instrument layout that’s easy to read and operate.

The 2.0 litre turbo-diesel has energetic response in its peak torque band between 1500-3000rpm, where most city and suburban driving occurs. Snappy, seamless up-shifting occurs between 1500-2000rpm, providing brisk acceleration with excellent fuel economy. At highway speeds, good gearing ensures the engine needs only 1800rpm to maintain 100km/h and 1900rpm at 110km/h.

We only have two criticisms. One is the size and limited wide-angle effect of the left-side mirror, given the huge blind-spot that a solid-walled long wheelbase van like this creates over the driver’s left shoulder. Although the Transporter is (thankfully) equipped with blind-spot monitoring, a larger kerbside mirror with a more convex shape to increase its angle of view would be welcome.

The other is high internal noise levels at highway speeds emanating from the rear wheel housings. On some grades of coarse bitumen it can sound like the roar of a jet engine, which is too loud for sustained periods and could be a deal-breaker if you do a lot of highway work. We have recently tested rival vans without cabin bulkheads which have appreciably lower cargo bay noise levels at similar speeds (most notably a Chinese brand), so it can be done.

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.

The HiLux achieved a maximum five-star ANCAP rating in 2019, so its six-year validity will expire next year. Even so, there are seven airbags plus AEB with pedestrian and daytime cyclist detection, blind-spot monitoring, rear cross-traffic alert, lane keeping, active cruise control, speed-sign recognition, panoramic view/reversing camera and more.

The rear seat offers ISOFIX child-seat mounts on the two outer seating positions plus top-tether restraints on all three seating positions.

Five years/unlimited km warranty with 12 months complimentary roadside assist. Scheduled servicing every 12 months/15,000km whichever occurs first. Capped-price servicing for first five scheduled services up to five years/75,000km of $3082.

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.