Toyota HiLux GR Sport 2023 Review

How much does the Toyota HiLux GR Sport cost?

Priced at $73,990 plus on-road costs, the 2023 Toyota HiLux GR Sport is the most expensive model in the entire range.

With its powered-up turbo-diesel engine and modified chassis, the 4x4 dual-cab ute is designed to increase off-road capability. Nominally, it’s the replacement for the previous HiLux Rugged X, but it’s a more substantial project than that.

The GR Sport is one of two premium models in the HiLux line-up, with the more road-oriented Rogue priced from $70,760 plus ORCs. Then it’s back to the $60,490 SR5 dual-cab auto and so on.

The most obvious competition for the HiLux GR Sport is the Ford Ranger Wildtrak X (from $75,990 plus ORCs), the Nissan Navara PRO-4X Warrior (from $68,265 plus ORCs) and even the much cheaper GWM Ute Cannon-XSR (from $52,990 drive-away).

One vehicle the HiLux GR Sport does not compete with is the Ford Ranger Raptor. The Toyota is not as expensive, powerful or capable.

What equipment comes with the Toyota HiLux GR Sport?

Unique 2023 Toyota HiLux GR Sport equipment starts with its exterior, which is the responsibility of Toyota’s Australian design department.

In fact, the vehicle concept and development program was led by Toyota Australia.

Locally-designed features include the front bumper and fascia, mesh grille with block TOYOTA badge, satin dark grey over-fenders, 17-inch gloss black alloy wheels, steel rock rails, front underbody skid plate and red recovery hooks. It certainly looks tougher than any other stock HiLux.

A moulded tub liner is standard while a roller cover for the tray is a delete option. There is no sports bar, snorkel or bull bar fitted as standard, although there is a tow bar receiver.

Inside, there are suede- and leather-accented sports seats with red seat belts, a leather-accented steering wheel with HiLux-first gear-change paddles, aluminium sports pedals and plenty of GR logos including in the instrument panel on start-up.

Equipment shared with other HiLux models (most notably the Rogue) include heated front seats, an eight-way power-adjustable driver’s seat, dual-zone climate control and keyless entry/start. The front passenger seat is manual-adjust, which seems a miss at around $80,000 on the road.

The GR Sport comes protected by a five-year/unlimited-kilometre warranty and a roadside assistance plan. Service intervals are a short six months/10,000km and cost $290 each for the first three years or 60,000km.

How safe is the Toyota HiLux GR Sport?

The 2023 Toyota HiLux GR Sport is the only member of the range that does not have an ANCAP rating.

This is a policy Toyota has adopted for all the Gazoo Racing (GR) sports models, including the Toyota LandCruiser GR Sport.

Toyota argues it has no need to go through the expense of ANCAP testing for these niche sales models, although the 3500-plus annual sales anticipated for the HiLux GR Sport isn’t exactly niche for a lot of brands!

Instead, the company argues the GR Sport is pretty much identical in terms of build and equipment compared to the other HiLux models with five ANCAP stars (based on 2019 protocols) including Rogue, with which it shares its wider track.

It also shares with them key safety systems such as autonomous emergency braking (AEB) with day and night pedestrian detection and daytime cyclist detection, adaptive cruise control, the ability to read speed signs, a blind spot monitor and rear cross traffic alert.

Lane departure alert with brake assist is easily switched off if you find it intrusive. I did.

The GR Sport also comes with seven airbags, a 360-degree camera, front and rear parking sensors, trailer sway control and, for child restraint fitment, two ISOFIX and two top tether strap points.

What technology does the Toyota HiLux GR Sport feature?

There is nothing about the technology of the 2023 Toyota HiLux GR Sport that separates it from other HiLux dual-cabs.

The small and button-heavy 8.0-inch infotainment touch-screen is the home of satellite navigation, AM/FM and digital radio bands, cabled Android Auto and Apple CarPlay compatibility, Bluetooth and a voice recognition system that’s a bit hit-and-miss.

A nine-speaker JBL HiFi is in charge of issuing the sounds.

The driver interacts with an analogue instrument panel with a 4.2-inch digital readout in its centre that includes a trip computer, speedo and driver assist system adjustment.

Like all HiLux models, the GR Sport has three years’ access to Toyota Connected Services, which includes the myToyota Connect app, stolen vehicle tracking, automatic collision notification and SOS emergency calling.

What powers the Toyota HiLux GR Sport?

The 2023 Toyota HiLux GR Sport is powered by an upgraded version of the familiar 2.8-litre 1GD-FTV four-cylinder turbo-diesel engine.

Courtesy of turbocharger and fuel injection software recalibration by Toyota Motor Corp engineers in Japan, the GR Sport makes 165kW at 3000rpm and 550Nm from 1600-2800rpm.

That’s up 15kW and 50Nm on any other HiLux including the Rogue. These numbers make it the most powerful diesel engine ever fitted to a stock HiLux.

Importantly, Toyota insists this version of the 1GD is remaining exclusive to the GR Sport.

In combination with the engine upgrade comes a retune of the standard six-speed auto that promises quicker shifts and improved shift feel in Normal and Sport modes.

Further along the drivetrain things are more familiar, with a part-time 4x4 system mated with low-range gearing and a locking rear diff.

How fuel efficient is the Toyota HiLux GR Sport?

Despite being 14kg heavier than the Rogue and 160kg heavier than the SR5 auto, the 2023 Toyota HiLux GR Sport is claimed to be 0.3L/100km more economical at 8.1L/100km (on the ADR combined scale).

Toyota struggles to explain this in any concrete way. The GR Sport complies with the same testing protocols, so it theorises climactic conditions and tolerances may have varied a little bit on the day.

The GR Sport does have some unique aerodynamic features Toyota says helps save fuel, including air curtains, a reshaped bumper upper edge, the over-fenders and alloy wheels with thick rims that reduce drag.

All well and good. Out in the real world in 4x2 cruising on the highway, the GR Sport was running in mid-to-high-9L/100km range, which climbed to over 11L/100km when 4x4 and then low-range was engaged off-road.

If you work on a long laden run coming out at around 10L/100km, then the 80-litre tank should deliver a safe range beyond 700km.

A bigger tank is going to be on the shopping list of people who have the GR Sport pencilled in for Outback adventures far from service stations.

What is the Toyota HiLux GR Sport like to drive?

The 2023 Toyota HiLux GR Sport comes with some significant upgrades that impact the way it drives.

Some of these were introduced with the Rogue last year: 135mm wider front track, 155mm wider rear track with shocks moved outboard of the frame rails, a 15mm ground clearance lift to 265mm and disc brakes all-round, replacing the standard HiLux disc-drum combo.

To that the GR Sport adds KYB monotube dampers and an increase in front coil spring rigidity. The rear stabiliser bar added to Rogue to improve on-road performance has been deleted (so back to standard HiLux spec) to gain more off-road rear axle articulation.

So let’s focus on-road first. There’s no doubt the GR Sport engine feels that little bit more responsive than the standard 1GD-FTV. It’s not a night-and-day improvement by any means because the base engine is actually pretty athletic by big four-cylinder turbo-diesel standards.

With its diesel particulate filter (DPF) and dusting issues hopefully behind it, we like it more these days.

But it’s easy to imagine plenty of HiLux owners searching out a reflash for these calibrations.

It’s actually the gearbox that’s more obviously changed. It is noticeably proactive in the way it will down-change to assist braking, or hold a gear during acceleration. Sometimes it seems too aggressive, but it certainly emphasises the intent of the vehicle.

The flappy paddles add an appreciated degree of control, but this engine’s low-down torque and low rev ceiling means they are not critical to performance on-road.

So the powertrain gets pretty much an unreserved tick.

The chassis is more of a mixed bag. First off, the brake upgrade is a positive and, on pedal feel at least, is stronger than the Ranger’s doughy set-up.

But on the rough bitumen roads around Orange, the GR Sport’s ride unladen was busy at all speeds and intrusively so at low speeds.

We grabbed the chance to drive a GR Sport loaded with 160kg worth of spare tyres and wheels in the tray and that did settle the leaf-spring rear-end down somewhat at speed. But still, the ride at lower speeds was harsh.

The GR Sport handles better than it rides. On its wide tracks it felt flatter and better balanced than narrower standard HiLux, the howling from its Bridgestone Dueler rubber more dramatic than the actual cornering experience.

The hydraulic-assist steering is a smidge too heavy when turning from rest, but soon lightens off and offers plenty of slack, which is always handy for off-road situations. Speaking of which…

How good is the Toyota HiLux GR Sport off-road?

No off-roading task asked of the 2023 Toyota HiLux GR Sport on the launch media drive couldn’t have been accomplished by a standard 4x4 HiLux.

The off-road test track was completed pretty much effortlessly in low range without the rear diff locked in. With the aid of Toyota’s excellent off-road traction control system, it probably would have got around in high range.

There were no issues with traction, ground clearance or manoeuvrability.

Transfer to the scenic 4x4 trails on the slopes of Mount Canobolas and the GR Sport was again unstressed. All the different combos from high 4x2 on gravel roads to 4x4 low with diff locked were tested out without an issue.

Throttle pedal modulation wasn’t bounced around on the rough slow-speed stuff, which is nice detail tuning. A brief test of the downhill assist control proved Toyota has done some work here to quieten the system down. In the Prado tested recently it sounded like metal Armageddon.

How much can the Toyota HiLux GR Sport carry?

Toyota is making a big deal about the unaffected practicality of the 2023 Toyota HiLux GR Sport.

But here’s the rub. Combine the 5580kg gross combined mass (GCM) with GR Sport’s 2270kg kerb weight and the claimed 3500kg braked towing capacity is basically unusable because it leaves only an 80kg payload.

Yep, if you’re a HiLux driver of – ahem – ample proportions then hitching up and driving away will be breaking the law.

Look, let’s be real here, 3500kg with any of these mid-size utes is a huge ask. So set your limit at 2500kg or 3000kg at the very most and go from there.

We towed a 3100kg caravan on the launch and the GR Sport felt at its limit pulling that.

The GR Sport also takes a hit when it comes to payload, dropping to 780kg from the 940kg the SR5 auto can carry.

The HiLux’s bed measures up at 1570mm long x 1645mm wide and 1105mm wide between the wheel-arches. That means it won’t fit an Aussie pallet. But plenty of firewood for the campsite? No problem.

What is the Toyota HiLux GR Sport like inside?

Despite the unique touches we’ve already mentioned, the 2023 Toyota HiLux GR Sport is familiar stuff inside.

The important change is the front seats, which are based on the existing HiLux frame but add more bolstering. They were definitely more supportive than the standard offering, but not so restrictive that solid people won’t fit. Lumbar adjust would be appreciated.

The basic ergonomics of the driving position are good. The driver’s seat adjusts for height off both the front and rear of the cushion, the steering wheel adjusts for rake and reach (although it could come out further) and the left footrest is a good size and well positioned.

The aged infotainment touch-screen arrangement is less impressive. It is now screaming out for an overhaul, which will presumably come with a new-gen model expected in the next couple of years.

The retention of dials and buttons to operate the climate control system is appreciated.

Storage isn’t as generous as some rivals, but there are double glove boxes, dual cup holders, front door bins, a lidded centre console bin and an angled rest at the head of the centre console to place your phone.

As is typical of dual-cabs, rear seat comfort and space isn’t optimal. It’s knees upright and cramped for an extended stay.

Features back here include adjustable air-con vents, seat-back pockets, a fold-down arm rest and door bins.

If you’re going to truly use the GR Sport as intended, then flip up the seat base and use this space to store stuff for that big trip. It’s always a good place to keep a swag out of the dust.

Should I buy a Toyota HiLux GR Sport?

To be honest, the 2023 Toyota HiLux GR Sport left us a bit undecided.

The spec sheet reads like this should be the best HiLux ever. But in tandem with that gruntier engine and more stable on-road handling there’s a ride comfort issue, a reduction in payload, a fundamentally flawed braked towing claim and a pretty solid price.

During the launch drive the GR Sport did nothing a HiLux SR5 couldn’t have achieved. Its advantages weren’t really amplified.

More testing is needed and it’s a job we’ll gladly accept. A GR Sport with 500kg of payload and 1000km of rutted gravel road to cross sounds like the go.

We’ll get on it!

2023 Toyota HiLux GR Sport at a glance:
Price: $73,990 (plus on-road costs)
Available: Now
Engine: 2.8-litre four-cylinder turbo-diesel
Output: 165kW/550Nm
Transmission: Six-speed automatic
Fuel: 8.1L/100km (ADR Combined)
CO2: 217g/km (ADR Combined)
Safety rating: Not tested

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