FIRST DRIVE: Toyota Hilux GR-S

We finally get behind the wheel of the Gazoo’d Hilux. More power, improved handling and less stickers. You asked for it. 

It’s been a tumultuous year for Toyota South Africa, perhaps the toughest year it has ever faced. There were times when we wondered whether this giant of South African motoring would get back on track with its local production. Thankfully, it’s all systems go once again and the sales numbers are back to Toyota normal. It’s why we could get behind the wheel of the new Hilux GR-S and bring you our impressions from spending 2 days with the Hilux in the beautiful Mpumalanga. 

The Toyota Hilux GR-S (Sport) is the second GR’d Hilux model to date. The first iteration was characterised mainly by extensive decals across its flanks and according to Toyota, customers didn’t quite like that as much as they thought, so this new GR-S is nearly sticker-free. Instead, you’ll notice a redesigned front with a carbon-fibre look horizontal bar, GR-specific side steps and sports bar and new wheel arch covers that finish off its sportier stance. Add to that some new 17-inch wheels and quite a generous portion of GR badges and you have a new GR-S. It certainly looks the part – and if you really are one of the few that did enjoy some decals, then you can opt for a very subtle sticker-set on the side doors that Toyota will fit for you. 

The biggest criticisms from customers of the previous GR-S were a lack of power, tech and a want for more safety features compared with competitors at the time. We agreed and we’re happy to report that the new Hilux delivers on all of that to a degree. Power is up to 165kW and 550Nm and right from the moment you drop the right pedal, there is an obvious sense of that. The GR-S pulls harder now and combined with the urgency given from pressing the PWR button, the Hilux GR-S is indeed better. In-gear acceleration is better too and it runs to the top end quoted at 175km/h but by our tests, that’s a conservative figure. The GR-S also sports a recalibrated automatic transmission with paddle shift operation borrowed from the Fortuner. The reality is, it's unnecessary for the most part because this revised transmission mapping in auto is pretty decent and also because the manual paddle operation is not. Downshifts are faster than upshifts but quite frankly, the system takes too much time to react.

On the handling front, I can confirm a keener turn-in compared to a non GR-S Hilux. The front is sharper but the ride is also harder. The roads around Hoedspruit can’t be described as smooth with many pocked and potholed sections and a number of long stretches with ever so subtle corrugations in the tar. They unearthed a more jittery ride quality, not unlike what you can expect from any unloaded bakkie but just a bit worse. Our in-car conversations were more cartoon-like than normal. The main reason would be the new mono-tube shocks with stiffer springs. Better handling yes, but there is compromise in other areas. 

There’s much happening on the interior of the GR-S as well, with yet more GR badges. There’s one on the steering wheel, one on the backdrop of the dials and MFD, a woven GR logo on the headrests and a special little badge at the foot of the gear selector. A strong red line runs the length of the dash too, on par with the red stitching and red leather trim pieces on the sides of the seats. Standard equipment is high within the GR-S with electric seats for both driver and passenger plus Toyota’s infotainment that comes with CarPlay and Android Auto too. Despite Toyota’s effort to keep the cabin fresh, this interior will feel dated in a few months when a plethora of new Ranger, Amarok and Raptor announce their arrival. Nonetheless, it’s still a hard-wearing, Toyota-quality cabin that feels as modern as it could be. 

On the Safety front, Toyota has added a touch more, perhaps what should have been there on high-spec Hilux’s before it. The big news here is Toyota Safety Sense semi-autonomous driving tech that features adaptive cruise control, lane departure warning and emergency braking. It works – but it remains behind what’s out there, only operable over 40km/h. 

The GR-S operates in a part of the LCV segment that is constantly evolving, playing to customer’s tolerances and choices. The new Ford Ranger Wildtrak will probably be the benchmark for the GR-S at first because the new Raptor will operate in a very different bracket both in performance, tech and pricing. So the GR-S must play the role of the halo model for Toyota Hilux and bat off the competition for a few years more. 

Given the pricing of the model and without confirmed pricing from Ford, my guess is that Toyota will do well with this model. Priced from R865 400 and with Toyota’s dealer network and reputational strength, the Hilux GR-S is aiming to capture 40% of the sub-segment and it very well might. If current sales numbers are anything to go by(the GR-S isn’t entirely new having been in the dealer market for 2 months now), then it’s off to a flying start. 

Pricing: 

Toyota Hilux GR-S 2.8 GD-6 4x4 6AT           R865 400. 

Sold with a 9-service/90 000km service plan; 3yr/100 000 warranty and Toyota Connect in-car WiFi and telematics. View our video on this here. 

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