We like
Tough truck looks; disc brakes all round and wider track; stadium style rear seat; progressive power delivery; intelligent transmission shift logic; impressive fuel economy; improved ground clearance; proven HiLux reliability

Room for improvement
Cabin, engine, safety and connectivity are no match for new Ranger; around-town steering weight; low beam headlight performance; no paddle shifters, auto wipers, auto high beam, wireless device connectivity, wireless charging, etc.; short service intervals; questionable value for money

Overview

 

TOYOTA has slipped its new HiLux Rogue into the Australian market with little fanfare this month, the dual-cab utility bringing with it significant equipment upgrades over the outgoing version, for the same list price of $70,200 plus on-road costs.

 

That means the Rogue is priced $3010 higher than its nearest four-cylinder competitor, the Ford Ranger Wildtrak (from $67,190 + ORC), which in many ways shows how dated the eighth-generation HiLux now is, having first debuted back in 2015. But more on that in a little while…

 

Sporting what Toyota calls “significant mechanical upgrades”, the upgraded HiLux Rogue features revised brakes, suspension, and body enhancements. Changes to the Rogue’s suspension centre around a front and rear track increase of approximately 140mm, while ride height has also been increased by approximately 20mm.

 

Toyota says its engineers upgraded the HiLux’s suspension by extending the length of the front suspension arm and front stabiliser bar while also adjusting the front damper angle to improve efficiency.

 

The rear axle of the HiLux Rogue has also been lengthened, and as such, the rear dampers have been moved outward to enhance stability and damping performance. Keen eyes will spot the rear-end’s pronounced positive camber (when unladen).

 

Further, and for the first time, the model has a rear stabiliser bar installed which Toyota says will improve roll rigidity by 20 per cent and enhance steering feel when cornering and changing lanes.

 

Braking improvements see the HiLux Rogue equipped with rear ventilated disc brakes to replace the existing drum setup, helping to improve stopping power.

 

Like other HiLux dual-cab four-wheel drive variants, the Rogue remains powered by Toyota’s 2.8-litre four-cylinder turbo-diesel engine producing 150kW/500Nm (against 154kW/500Nm for the twin-turbocharged Ranger). It is available exclusively with a six-speed automatic transmission.

 

The upgraded Rogue is distinguished by its wide track, bolstered fenders and prominent wheelarch extensions front and rear. The variant rides exclusively on 18-inch alloy wheels with a darkened finish shod with highway-biased Dunlop Grandtrek PT22 tyres in a 265/60 profile.

 

Other features, carried over from the model’s predecessor, include a locally developed motorised roller cover, stylish resin sports bar and a tub lined with marine-grade carpet.

 

Standard equipment highlights include heated front seats with perforated leather accented upholstery (as per that found on SR5 Premium), panoramic view monitor (360-degree camera system), and an integrated trailer wiring harness and tow pack.

 

The 2023 Toyota HiLux Rogue arrives as standard with a nine-speaker JBL premium audio system and is available in nine exterior colours: Oxide Bronze (pictured), Glacier White, Frosted White, Silver Sky, Graphite, Eclipse Black, Nebula Blue, Saturn Blue, and Feverish Red.

Driving Impressions

 

Toyota owners are a loyal lot, with LandCruiser and HiLux drivers more ‘welded on’ than most. Which means many will simply glaze over the Rogue’s shortcomings – much less consider test driving a Ranger – and buy the newest model without question.

 

But don’t be fooled; As capable and reliable as the HiLux Rogue is, it is not without its foibles.

 

Of course, most stem from the fact the vehicle – and its electrical architecture – is almost a decade behind Ford’s latest and greatest (as just one example). That means the Rogue goes without the connectivity and safety technology offered by the Blue Oval’s number-one seller, which really shines through when you’ve sampled the pair just weeks apart.

 

Beyond the unquestionable reliability and, let’s face it, tough truck looks of the HiLux Rogue, sits a technology offering that shows its age like a leathery-skinned Gold Coast pensioner in Speedos.

 

There’s no digitised instrument panel (in fact the welcome graphic still depicts the Rogue’s predecessor) and no oversized portrait-style infotainment screen. There are no steering wheel-mounted paddle-shifters, no electronic park brake, no rain-sensing wipers, no wireless smartphone mirroring, no wireless charging pad, no ventilated seats, no seat memory function, no auto high beam… and the list goes on.

 

The Rogue also omits lane-keeping technology (departure only) and lacks the ability to apply the brakes to maintain the speed set by the adaptive cruise control. Its headlight performance, on low beam at least, is second rate, the steering heavy, the service intervals short and, on the example we tested at least, an intermittent and interminable ‘click’ from a relay somewhere when the climate control was in use.

 

Unlike some of its rivals, the Rogue’s 360-degree camera technology fails to offer manual camera selection from various points around the vehicle, while the forward-facing image is consumed mostly by a giant black ‘V’ in the centre of the frame.

 

Yes folks, there’s a long list of letdowns associated with Toyota’s latest light commercial vehicle, and I wasn’t the only one in our office to note them. Frankly, for the price, we expected better.

 

So, is there a ‘but’? Well, we’re glad you asked…

 

The ‘but’ of the situation is that the HiLux Rogue is – at its core – still a bloody good ute. 

 

Despite its age, it performs very well with impressive fuel economy (we managed 9.0 litres per 100km on test in mixed conditions) and a transmission that shames many with one, two, or even four more ratios.

 

Power delivery is progressive and predictable, the Power mode changing the throttle response significantly when hauling uphill or pulling out to overtake. We found the ride quality acceptable for the vehicle’s application, and the braking power impressive – the newly added rear discs helping to flatten the HiLux’s braking attitude significantly.

 

The slight widening of the track also seems to help the HiLux Rogue to track more accurately at freeway speeds while the increase in ground clearance gives just a whisker more confidence when clambering over obstacles off-road.

 

Considering its intended purpose, the HiLux Rogue is also impressively quiet, with only a little wind rustle from the wing mirrors to detract from the ride at cruising speeds. The ergonomics are sorted, the seating comfortable and the vision out very good – especially from the stadium-style rear bench.

 

And beyond all of those many points is the fact that the HiLux continues to impress where fit and finish are concerned.

 

The uniformity of the panel gaps is as good as any passenger SUV for the same money, and the paint finish lustrous and consistent. There were no squeaks and rattles to speak of, no shoddy or loose trim pieces, and no signs of the kind of wear or discolouration of the upholstery we’ve seen in some ‘workhorses’ with similar mileage (we’re looking at you, Gladiator).

 

Which is perhaps the very reason Toyota will continue to sell to its devotees without question. Like the generation before, and the generation before that, the HiLux just continues to solider on and do its thing.

 

Sure, it mightn’t have the bells and whistles of the others, but it will serve faithfully year in and year out – and for many utility buyers that’s what matters most.

 

Whether it matters enough to keep the HiLux at the top of the sales charts is another point entirely – and one we’ll watch with a very keen eye.