Toyota HiLux 48V 2024 Review

The 2024 Toyota HiLux SR5 4x4 dual-cab with V-Active Technology will set you back $63,260 plus on-road costs.

The pre-upgrade SR5 4x4 dual-cab auto without V-Active was priced at $62,490 plus ORCs.

If you still want the SR5 dual-cab specification and the 2.8-litre turbo-diesel engine without V-Active, then you’ll have to opt for the manual transmission version, which is priced at $60,760 plus ORCs.

The 48V system is also an option on the HiLux SR dual-cab chassis and pick-up autos and is the only choice for upmarket HiLux Rogue buyers. It’s not available with the flagship HiLux GR Sport.

The HiLux is the first ute to arrive in Australia with mild-hybrid assistance, but there is already an EV (the hapless LDV eT60), the promising GWM Cannon Alpha petrol-electric hybrid is about to arrive and the plug-in hybrid BYD Shark and Ford Ranger are coming.

But really, given its price and the limited impact mild-hybrid has, the HiLux’s key rivals remain the usual suspects: the Ford Ranger, Isuzu D-MAX, Mitsubishi Triton, and so on.

Compared to the old model, the vast bulk of the limited updates to the 2024 Toyota HiLux SR5 4x4 dual-cab are mechanical. We’ll deal with them shortly.

There are exterior styling updates to look out for though, including a new front bumper, honeycomb mesh grille and a gloss black rear bumper – all shared with other models.

But the SR5 also picks up new dark-finish LED headlights and gloss black treatment of the exterior mirrors, door handles and tailgate handle, along with powder-coating of the sports bar mounted on the tub. There’s also a tailgate damper now fitted to stop it clanging uncouthly open.

Inside, the new equipment amounts to a wireless phone charger and a slot to sit it in the centre console, which comes at the expense of one of two cup holders. There are also now two rear USB-A ports.

We’re clearly drilling around in the minutiae here. The key SR5 equipment remains unchanged. Externally it includes side steps, a tow bar and 18-inch alloy wheels. Inside, notable features include fabric seat trim, dual-zone climate control with rear vents, a cooler box, a 220V socket and carpeting.

It’s disappointing at this money the front seats are manually adjusted. You can pay $2500 extra for a pack that wraps an eight-way powered driver’s seat (but not the front passenger seat) in with leather seat and door panel trim and heated front seats.

There are six paint choices, of which only ‘glacier white’ doesn’t incur a surcharge of about $700 (it varies slightly drive-away from state to state).

The HiLux SR5 comes with a five year/unlimited-kilometre warranty, up to six years of roadside assistance (but you have to pay for it) and short 10,000km/six-month service intervals.

Capped-price servicing averages out at $387.88 each visit for 10 visits, or $777.56 per year (two visits).

Nothing changes when it comes to the safety rating for the 2024 Toyota HiLux SR5, which has a five-star ANCAP rating based on 2019 protocols.

The Toyota Safety Sense suite continues to offer autonomous emergency braking (AEB) with pedestrian and daytime cyclist detection, adaptive cruise control and speed sign recognition.

There’s also lane departure alert, but unlike rivals such as the Ford Ranger, the HiLux does not have self-centring, so it only warns and veers you back into the lane when it reckons you’re heading in the wrong direction.

Other HiLux SR5 safety items include blind spot monitoring, rear cross traffic alert, trailer sway control, front and rear parking sensors, a 360-degree camera, seven airbags and, for child seats, two ISOFIX mounts and two top tether strap points.

Yep, the 2024 Toyota HiLux SR5 is looking a bit crusty when it comes to infotainment tech.

There’s an 8.0-inch colour touch-screen sitting on the dash through which you can access satellite navigation, AM/FM and digital radio and Bluetooth streaming.

Apple CarPlay and Android Auto are connected via cable and as already noted there are now more USB ports and wireless smartphone charging. A six-speaker unbranded system handles audio levels.

The instrument cluster is traditional analogue with a digital readout between the dials.

Toyota Connected Services provide smartphone app-based features such as stolen vehicle tracking, automatic collision notification and can provide a selection of usage reports including time and distance on the road.

Okay, this is the new and most interesting bit. The 2024 Toyota HiLux SR5 4x4 dual-cab auto comes with what Toyota calls V-Active Technology and what the rest of us know as 48V mild-hybrid.

Essentially it replaces the 1GD-FTV 2.8-litre four-cylinder turbo-diesel engine’s orthodox alternator with a belt-driven motor-generator, a small 48-volt lithium-ion battery pack and a DC-to-DC converter that enables it to also run 12V accessories.

The engine drives the motor generator via the belt, which in turn charges the battery.

The battery is also charged during deceleration, which in turn adds braking performance.

Once charged, the battery sends up to 8.5kW and 65Nm of torque through the motor generator to the engine, providing claimed acceleration and efficiency improvements.

However, it’s worth noting the overall system output remains unchanged from the standard engine with a peak output of 150kW and 500Nm.

The addition of mild-hybrid tech enables the introduction of an automatic engine idle-stop system that aids the 2024 Toyota HiLux SR5 4x4 dual-cab’s economy.

In fact, Toyota claims a potential 10 per cent improvement over an orthodox auto-equipped SR5 turbo-diesel. According to the official combined-cycle figures, the new hybrid SR5 is rated at 7.2L/100km compared to the old model’s 7.9L/100km.

So how does that translate in the real world? Well, on our test loop the new HiLux came in at 9.1L/100km unladen while the old model last year averaged 11L/100km on a similar drive.

Add a 650kg load and the new HiLux climbed to 10.6L/100km. In the corresponding test with the old model, the consumption increased to 12.4L/100km.

So do the sums with the 80-litre tank and you’re potentially going to get further between refills. That’s good news if you’re heading out on a long trip.

Now, we’ve gotta stress this was not a scientifically administered and monitored test, but it does indicate the value electrification can deliver.

The start-stop system was virtually transparent in its behaviour because it uses the generator to restart and not a gear-driven starter motor. So it is very smooth and ultra-quick in its responses.

There was no shake apparent on test, and more than once I had to check it was switched on.

Okay, the good news first. The V-Active system does deliver driving benefits to the 2024 Toyota HiLux SR5 4x4 dual-cab auto. They aren’t huge but they are there.

There is a smoother response from tip-in throttle and it feels that little bit sharper too. The holes and eddies when accelerating with the standard turbo-diesel engine alone are gone.

It also idles at a lower engine speed thanks to V-Active, and that makes it feel more refined.

Of course, this engine was already pretty strong-accelerating from tip-in throttle, as we’ve noted before, but it just seems that bit cleaner initially.

From there the engine becomes more like its usual self. Acceleration strength is linked with plenty of noise and a good deal of coarseness. But it settles down when cruising at speed, allowing wind noise and tyre roar to become more obvious.

It is well calibrated with the six-speed auto so forward progress is actually pretty seamless by ute standards. The transmission’s Sport mode aggressively holds onto gears longer and provides noticeable engine braking on down-changes.

You can change manually (anti-intuitive push forward to go up and pull back to go down) at the lever for even more control.

There’s also Power, Normal and Eco modes for the drivetrain, which are less obvious in their impact.

Not so the ride and handling. The former is pretty harsh – maybe acceptable once upon a time but now embarrassed by the Likes of the Ford Ranger. The frame shake is uncouth.

The handling is more cohesive and nimble and the hydraulic-assist steering offers a satisfyingly weighty connection, especially when the lane keep alerts are shut down via the button on the steering wheel (easy to access – where they all should be, thanks!) and unwanted tugging at the steering wheel ceases.

But yeah, it’s a ute so you put up with a certain amount of compromise delivered by rear leaf springs and a beam axle to get that load, towing and off-road capability.

Speaking of loads, with 650kg onboard, the HiLux was notably affected. It kinda degraded in all facets – acceleration, braking and ride – with the latter getting a bit unruly out of the rear on the rough stuff. Unladen, the HiLux felt liberated.

The 2024 Toyota HiLux SR5 4x4 dual-cab sacrifices none of its off-road chops with the addition of V-Active Technology. Theoretically it’s gonna be better at dribbling around on minimal throttle in the rough stuff.

But it’s already darn good at that so it’s hard to pick up much difference.

The HiLux has a part-time 4x4 system that can run in rear-wheel drive and all-wheel drive high-range and low-range with and without the rear diff lock engaged.

There’s also well-tuned off-road traction control and downhill assist control – which should be aided by the regenerative braking effect as well.

There’s also 216mm of ground clearance, a 700mm wading depth and decent articulation to help you navigate the moguls.

V-Active does brings with it Toyota’s Multi-Terrain Select system first seen in the LandCruiser 300 Series, which tunes powertrain and traction systems in high and low range for specific conditions like mud and snow. Look, it all helps, but it’s not going to make a huge difference.

One thing that might annoy dedicated off-roaders is a new fuse box in the engine bay sits where the secondary 12V battery would have been installed.

Consult the specs and the 2024 Toyota HiLux SR5 4x4 dual-cab with V-Active Technology starts off strongly with a 900kg payload and a 3500kg maximum braked towing capacity.

So add in the 5850kg gross combined mass and a 350kg down ball weight and the payload at full towing capacity comes out at just 200kg. Drop back to 3000kg and it’s a more useful 500kg.

The tray itself is pretty basic. There’s no tub liner so the floor easily gets dinged and scratched. There’s no tonneau or roller cover to secure loads and no lighting. It’s also not wide enough to fit an Aussie pallet between the wheel-arches.

It’s pretty much as you were in the cabin of the 2024 Toyota HiLux SR5 4x4 dual-cab with V-Active Technology.

As already noted, there is a new wireless charger, a slot for your phone that replaces a cup holder and some new USB ports in the rear. There’s also switches for the new Multi-Terrain Select (MTS) function and the stop-start mounted in the base of the centre stack.

Probably the most notable feature of our test car is the optional premium pack, which really makes an impact. The interior feels more cohesive and better presented in black, which works well with the silver plastic strips in the dash, doors and steering wheel.

But the trimmings can’t hide the fact this is an ageing design. Sure, there’s a reach- and rake-adjusting steering wheel, but it maybe doesn’t extend out far enough for taller drivers. And the optional driver’s seat provides only an acceptable amount of support and comfort without being generous.

Storage options are also nothing out of the ordinary apart from the double glove box.

And watch out for the hard-mounted overhead grabs if you’re a taller person sitting outboard. Contact is definitely possible.

The rear seat is typical ute in the way occupants sit upright and are cramped for leg space. This is not a place to spend a long journey.

In 48V form, the rear seat also loses some of its flexibility because only one third of the seat now folds up as the battery sits underneath. The seatbacks do not fold down.

The infotainment tech accentuates the ageing process more than anything. The touch-screen is small and basic and that doesn’t help with camera views when reversing.

But at least there are still hard buttons for the audio and volume controls. So much better than drilling into the touch-screen!

At least it now accepts the two smartphone systems, although Apple CarPlay did freeze at one stage. Turn it off, turn it on again as the IT Crowd would instruct.

The analogue dials in the instrument cluster are silver and have the unfortunate trait of being unreadable in direct sunlight. At least there is a digital speedo between them.

The reality is if you buy a 2024 Toyota HiLux SR5 4x4 dual-cab with an automatic transmission then you get 48V whether you want it or not.

Considering the price increase is not outlandish from the old model, and there are clear benefits in terms of fuel economy and some improvements in refinement of power delivery, then it shouldn’t act as a deterrent.

But nor are they changes of the type that fundamentally impact the way the HiLux behaves. This is an ageing vehicle with ongoing deficits compared to the best of its opposition that we’ve pointed out in a series of comparison tests.

That said, V-Active Technology gives us a peek at what electrification can do for utes and we should be excited by that.

2024 Toyota HiLux SR5 48V at a glance:
Price: $63,260 (plus on-road costs)
Available: Now
Engine: 2.8-litre four-cylinder turbo-diesel
Output: 150kW/500Nm
Transmission: Six-speed automatic
Fuel: 7.2L/100km (ADR Combined)
CO2: 189g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2019)