It’s an unenviable task to take what works and significantly improve on it. But that, on its most basic level, is progress, and that’s what was expected from Toyota insofar as its new Hilux goes. The previous gen launched locally in 2016, and while it had its share of updates in the name of keeping it relevant, it was… well, showing its age. Toyota gave us the keys to the new one in a country with seemingly endless stretches of gravel. Perfect.
Does it look different enough?
Well, yes… The more relevant question, I reckon, is whether it looks different enough to be called an entirely new generation, what with Toyota sticking with its 2.8 GD-6 pairing. On that count, it’s a resolute yes. As for the engine, we’ll get to that in a bit.
According to Toyota, its design team sought styling inspiration from sumo wrestling with that wide stance. While interpreting it as such is a subjective exercise, what is pretty obvious is the more modern, angular departure from the Hilux of old. All the creases supplement that horizontal direction with a wider, high-set headlight arrangement (with an LED light strip integrated into upper-echelon models like the one here, the Legend, as opposed to a bulb setup for entry models) and a forward-positioned grille that brings the styling in line with Toyota’s more recent product push. Around the back, it’s also entirely new, with new taillamp designs and a tailgate that’s been given more definition, as it still carries the TOYOTA branding indentation.
Two new colours also join the Hilux range, namely ‘Ash Grey’ and a stunning ‘Desert Gold Metallic’.
Is the interior loadout good?
The Hilux’s cabin has been comprehensively overhauled. Those horizontal design lines continue here too to create a wider perceived space. While dimensionally it remains relatively compact compared to the wave of new bakkies that seem to be challenging garage space, I can’t say that it ever felt tight.
The Legend (seen here) and Raider models, which include the Xtra Cab-only Raider X, receive the up-to-date 12.3-inch central infotainment screens paired with a similarly sized all-new digital driver display console. SRX models receive an 8-inch infotainment screen and a 7-inch semi-digital driver display. The Legend’s infotainment system, which extends to Raider derivatives, is sized just right, and important functions such as volume and climate have physical control buttons, which I’m sure existing customers will appreciate.
The 12.3-inch fully digital instrument cluster works in tandem with the infotainment system, its crisp graphics consolidating all relevant information without overload. I particularly like the tyre pressure information that’s visible inside the speedometer radial. This is especially useful information to have in your line of sight when traversing gravel roads at speed.
Off-road and core vehicle functions are integrated into a single panel that’s within easy reach, with a Mode Select dial that changes between Eco, Normal and Sport, while pressing the Multi-Terrain Select (MTS) button adds off-road selections. An electronic park brake is new to the Hilux, as is ultra-wideband key fob security in an effort to curb signal interception and theft, while the Toyota Remote app also detects and informs owners of unusual activity.
As for that electronic park brake, the sensor indicating whether it’s activated or released seemed to be malfunctioning, blinking repeatedly as if engaged, even while on the move. While it’s a minor issue and the only one I experienced with the bakkie, it seems that Toyota is still sorting out sensors as a whole, with other testers reporting that their tyre pressure sensors gave false readings.
What’s underneath the bonnet?
The trusty 2.8 GD-6 makes a return but with some added mild-hybrid assistance, producing 150kW at 3,000r/min and 500Nm from just 1,600r/min. Toyota’s decision to carry the engine into the new Hilux is likely a commercial one which ultimately allows the Japanese carmaker to keep pricing competitive, while an argument can also be made that it’s already battle-tested and refined as a unit.
Toyota’s 48-volt MHEV tech adds an 8.5kW electric motor to the Legend that outputs an additional 65Nm of torque and delivers added responsiveness when accelerating from a stationary position. The hybrid system works passively enough that it’s an easy-to-forget detail. On upshifts, though, Toyota says that the system fills in all the gaps and crevices where torque dips, and the result is, well, a smooth-shifting 6-speed ‘box under normal driving conditions. It also proves favourable to the Hilux’s consumption figures, with an on-paper 7.5l/100km. Traversing Namibia’s expansive gravel road network, it consistently registered in the 10s with 4-High engaged, based on different speeds and driving styles.
Gravel travel too is dialled in…
For the new Hilux, Toyota relied heavily on customer feedback from its outgoing model to improve key areas. According to this research, some customers were less-than-satisfied, especially with ride quality over acceptable road conditions and its sideways movement over corrugated gravel. On both counts, and having driven it over hundreds of kilometres of gravel and some good tarmac, I can say that these areas have certainly been addressed by optimising components such as the shock absorbers and stabilisers.
Dialled into 4-High and the MTS in its default Auto mode, these improvements are apparent, with a stable rear and good body control over reasonable corrugations. The stability control system, too, is never more than a few degrees of rear rotation away should you need it. When you select Dirt mode through the MTS, the car automatically regulates its wheelspin and traction control based on the pre-selected terrain traversal mode.
Is it a solid purchase?
Well, it’s a Toyota… so yes… More than that, though, it’s likely Toyota’s most thorough update to date. The exterior looks modern and in line with the rest of the product portfolio (sure, not everyone will love it… and they don’t have to); the cabin is well-considered and laid out with just enough modern tech to offset the long wait. Most importantly, with Toyota sticking to its tried-and-trusted 2.8 GD-6 pairing, it still drives like a Hilux, just with considerably more refinement thanks to the under-the-skin augmentations, and for many, that familiarity will be what keeps them in a Hilux. As a side note, all 2.8s are auto, with the manual gearbox expected to arrive with the 2.4-litre engine.
Priced at R999,900 for the 4×4 Legend MHEV, it undercuts the Ford Ranger 3.0 V6 Wildtrak (R1,070,000) by quite a margin but costs some R51k more than the Isuzu D-Max V-Cross. Yes, it’s not inexpensive, but considering the considerable improvements, anticipated resale strength and Toyota’s major dealer footprint, it’s looking more and more like an extremely competitive price tag.
And those isolated sensor issues? That should be a relatively easy fix…
Hilux Pricing
Xtra Cab
Hilux 2.8 GD-6 RB Raider X 6AT: R751,800
Hilux 2.8 GD-6 4×4 Raider X 6AT: R842,200
Double Cab
Hilux 2.8 GD-6 RB SRX 6AT: R658,500
Hilux 2.8 GD-6 4×4 SRX 6AT: R746,100
Hilux 2.8 GD-6 4×4 Raider 6AT: R892,900
Hilux 2.8 GD-6 RB Legend 6AT MHEV: R945,500
Hilux 2.8 GD-6 4×4 Legend 6AT MHEV: R999,900
