Toyota HiLux GR Sport 2025 Review

Toyota isn’t trying to pull the wool over anyone’s eyes here – this isn’t a direct rival to the venerated Ford Ranger Raptor that’s both vastly more powerful and expensive. Yet, it’s also more serious than the Rugged X that’s come before it.  

Instead, the GR Sport aligns more with the likes of the Nissan Navara PRO-4X Warrior, which exists as a rung below Ford’s Baha bruiser, but still adds mechanical knowhow and not just a bold name. You could also throw the Ford Ranger Wildtrak X and Isuzu D-MAX Blade. 

It’s also important to point out that while the $74,310 sticker price makes it the most expensive variant, Toyota hasn’t phoned it in. We’ll get to the specifics, but there’s powertrain, suspension and design changes to justify the premium. 

Making the GR Sport a bit more special Down Under is the fact it’s benefited from input from Toyota Australia’s design department. Not only did the concept originate here, but the development work was led by Toyota Australia.  

And of course, the elephant in the room is the impending 2026 HiLux – although, the jury is still out on whether it’s a new generation or a heavy facelift.

Yes, design is subjective, but we’re going to call it – this is the best-looking variant in the range. It’s hard not to look twice at the 2025 Toyota HiLux GR Sport, with the rugged, adventure-ready styling well and truly nailed. Well done to the Aussies who had a hand in it. 

The new 17-inch alloys wrapped in 265/65R17 Bridgestone Dueler all-terrain tyres and the pronounced wheelarch cladding works a treat. And it’s refreshing to see Toyota refrained from using garish stickers. There’s a new-look grille (with TOYOTA badging) as well as aero elements within the revised front bumper bar and a GR-branded tub liner. 

Inside, there Gazoo treatment continues with a mix of perforated suede and faux leather upholstery for the bolstered front seats (eight-way power adjustable for the driver) and the rear bench. Then there are the ‘racy’ GR additions like the centre line on the leather-wrapped steering wheel, grey stitching, red seatbelts, as well as a slew of GR branding. 

Elsewhere there’s dual-zone climate control, heated front seats (but with only one setting) as well as keyless entry and start. It’s a shame the front passenger’s seat is manually adjusted at this price – and the infamous Toyota digital clock is a constant reminder of the noughties.

Premium paint is $675, or $1000 if you want a two-tone option. There’s an extensive list of accessories, too. It’s a good thing Toyota hasn’t assumed what buyers want by adding bars etc. as standard. In doing so, it also moderates the start price.

The GR Sport HiLux is covered by Toyota’s five-year/unlimited-kilometre warranty that extends to seven years for the engine and driveline. But there’s no included roadside assistance.

Servicing periods remain short at six months or 10,000km. A capped-price plan keeps the cost to $290 for each garage visit for the first three years, but that translates to $580 per annum which isn’t cheap.

The regular range is covered by a five-star ANCAP safety rating from 2019. However, it doesn’t cover the 2025 Toyota HiLux GR Sport despite it running the same systems. 

As part of the Toyota Safety Sense package, it gains autonomous emergency braking (AEB) with pedestrian and daytime cyclist detection, active cruise control, lane departure warning with assistance, blind spot monitoring, rear cross traffic alert, front and rear parking sensors as well as 360-degree surround view cameras. 

Trailer sway control and road sign recognition also feature, but you can switch a lot of the active systems off if you find them to be too intrusive. There are seven airbags and dual ISOFIX points in the back, but only one central top-tether anchorage.

If you’re familiar with the rest of the range, nothing stands out in this regard for the 2025 Toyota HiLux GR Sport. It’s also a nod to the past with an assortment of buttons, which will be of benefit to some.

The instrument cluster is largely analogue with old-school dials flanking a 4.2-inch digital display. It’s small, but it packs info like a digital speed reading, settings menu and trip computer. Screen acreage grows to 8.0 inches for the central infotainment display, but it doesn’t dazzle in terms of the operating system or the graphics.

The infotainment is certainly showing its age and lagging behind the opposition, which is highlighted by the lack of wireless Apple CarPlay and Android Auto. That requires a cable, which is also of the older style USB-A variety. However, there is a wireless charging pad.

It’s also packing a nine-speaker JBL sound system, native satnav, as well as AM/FM and DAB+ digital radio. Surprisingly, Toyota Connected Services are also included via the myToyota app.

With a few V6 turbo-diesel engines lurking within the segment, the Japanese giant’s workhorse 1GD-FTV unit is starting to look lacklustre. 

However, the engineers have been busy, meaning the 2025 Toyota HiLux GR Sport gains a modified 2.8-litre four-cylinder turbo-diesel engine with a tweaked turbo and fuel injection software. The changes equate to some much-needed grunt for totals of 165kW and 550Nm (15kW and 50Nm extra respectively).  

And you know what, it doesn’t do a bad job. The oiler does feel perkier, especially in Sport mode which sharpens throttle and gearbox response, but it isn’t a night-and-day difference.  

The six-speed automatic transmission has been recalibrated to produce faster shifts and to better manage the 10 per cent bump up in figures. And it works out on the open road, too. It’s eager to tie in with the diesel engine, whether it be during acceleration or for engine braking. Oh, and it also comes with steering wheel-mounted paddles – the only HiLux to get them. 

Acoustics from the four-cylinder oiler remain very commercial-esque, but this is a dual cab after all.

The 2025 Toyota HiLux GR Sport misses out on 48-volt mild hybrid gubbins and comes in with an official combined fuel consumption of 8.1L/100km. 

After a week behind the wheel, which included a trip to an off-road park as well as city and highway driving, we managed to return 9.1L/100km – which is a commendable result given the GR Sport is heavy compared to the HiLux range. 

It uses an 80-litre tank, which according to its lowest quoted highway consumption of 7.5L/100km, equates to more than 1000km on a single tank.

It’s a case of ‘give with one hand and take with the other’ for the 2025 Toyota HiLux GR Sport. The former is coming in the off-road section, while the latter needs to be dealt with now. 

Despite all the changes made to the suspension, which retains a leaf-sprung rear axle, the ride quality remains less refined than something like the Ford Ranger or BYD Shark 6. It’s upset by high-frequency bumps and, while better than lesser HiLux variants, it remains unsettled with those reactions being felt through the chassis. 

Even with the KYB monotube shock absorbers, the HiLux struggles unladen. Yet, find yourself having to navigate a winding country road and the GR Sport sees the benefit of the wider tracks, with an extra 135mm at the front and 155mm at the back. It corners flat, for a dual cab, and the removal of the rear stabiliser bar for greater off-road prowess hasn’t adversely affected the on-road handling. 

The steering’s weight is on the heavier side and carries the traditional ute trait of employing a slower rack to aid confidence on gravel roads. The bigger benefit is the disc brakes all-round, replacing drums on the rear. There’s decent pedal feel and do a good job of stopping the 2140kg kerb weight.

When the going becomes rough and tough, the 2025 Toyota HiLux GR Sport fairs more favourably. It certainly holds its own, featuring selectable four-wheel drive with 2H, 4H and 4L as well as a locking rear differential. 

As mentioned, the GR Sport gains 135mm of track at the front and 155mm at the rear as well as a 15mm increase to the overall ride height to improve ground clearance compared to the core HiLux range. It also gains a front skid plate, steel rock rails, a pair of red 20mm recovery hooks and a full-size alloy spare wheel. 

It’s pretty hard to fluster off-road with its mechanical gear and the Active Traction Control (A-TRC). On smooth, well-kept tracks the GR Sport feels stable with the heavier, slower steering breeding confidence – as do the Duelers. Yet, the jittery ride continues and there’s scuttle shake through the ladder-frame chassis to contend with. 

Things become a lot more positive when lining up to tougher obstacles, so much so that it never really felt like we needed to engage the diff lock such is the competency of the package merely in low range. Doing so only made a very tricky set of moguls, where the articulation is intense, even easier. The 30.0-degree approach and 23.0-degree departure angles are also valuable. 

The problem is that, despite doing everything we threw at it with ease at Victoria’s Lerderderg 4x4 park, we’ve also been through the same obstacles in a HiLux SR5 – which is more than $10k cheaper. Although, it’s important to reiterate the ease in which the GR Sport handled itself in such conditions with a strong sense it could tackle ‘almost’ anything. And that’s what you’re paying for.

As mentioned before, this test of the 2025 Toyota HiLux GR Sport didn’t include any load lugging. Yet, it is something we’ve conducted previously. 

The basics are that the GR Sport retains the HiLux’s ability to tow a braked 3500kg and the payload is 780kg (down from 940kg in the SR5), but it can’t fit a pallet between the wheelarches of the GR tub liner.

Erm, this is the not so good part of the equation. There’s no getting around the fact that the 2025 Toyota HiLux GR Sport is in desperate need of an interior overhaul – especially at this price. 

Hard plastics are the order of the day, yet general fit and finish appears to be up to snuff. And those added GR touches do add a bit of flair to the otherwise standard HiLux cabin. While it’s a bit bamboozling to the eye, ergonomics are sound with myriad buttons and dials making life easier, particularly for the climate controls.

Getting settle behind the multi-function steering is simple thanks to the rake and reach adjustment, while vision out is relatively clear from all angles. Noise, vibration and harshness (NVH) levels could be improved – although, it is a dual cab. Storage is decent with the dual-opening glove box, cup holder and door bins, while you can flip up the rear seats for taller items. 

The back seat is a bit antiquated in that there’s virtually no recline to the seating. Other than that, the leg, toe and headroom is on par with segment rivals, but not palatial. In terms of amenities, the GR Sport provides air vents, map pockets, a central arm rest with cup holders, door bins either side and shopping hooks – but no USB ports.

This is a tough one.  

Look, no doubt the 2025 Toyota GR HiLux is one of the best, if not the best, variant in the extensive line-up. But it’s also the most expensive. 

Yet, the fact the GR Sport isn’t a smoke-and-mirrors act is more than proven once you take it off the beaten track. Bonkers Ranger Raptor aside, only something like the Premcar-fettled Nissan Navara can trouble it in terms of off-road chops. And it’s here, as an adventure ute, that the GR Sport finds its purpose over lesser HiLux variants. 

Ultimately, the bespoke engine tune, slicker auto and Aussie input make just as much impact on the package as the headlining KYB shocks. The GR Sport is a good rig. However, with the rate at which the HiLux flies off Toyota showroom floors, that point seems rather inconsequential.  

2025 Toyota HiLux GR Sport at a glance:
Price:?$74,310 (plus on-road costs) 
Available:?Now 
Powertrain:?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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