Toyota HiLux v GWM Cannon Alpha 2024 Comparison

Head-to-head on pricing, the 2024 GWM Cannon Alpha Ultra Turbo Diesel at $57,990 drive-away has a clear advantage over the 2024 Toyota HiLux SR5 4x4 dual-cab with V-Active Technology (from this point referred to as 48V), which is $63,260 plus on-road costs.

By the time the HiLux is on the road it’s around $70,000. To that you can add our test vehicle’s $2500 premium pack, which includes black leather trim for the seats and doors, a powered driver’s seat (yes, the standard seat is manually operated) and front seat heating.

What you are essentially paying for here are traditional ladder-frame utes with turbo-diesel engines, automatic transmissions (nine-speed for the GWM and six-speed for the Toyota), high and low range 4x4, double-wishbone front and leaf-spring/beam-axle rear suspension.

The Alpha Ultra Turbo Diesel is in the middle of a three-model dual-cab range that includes a cheaper Lux turbo-diesel and a more expensive Ultra plug-less petrol-electric hybrid we’ve tested separately.

The SR5 is one of a plethora of HiLux variants in various permutations, but SR5 is the most popular grade and if you want it as an auto it now only comes as a 48V mild hybrid.

And if you want this generation, be quick; the current HiLux has been on sale since 2015 and it’s probably got only another year to run before replacement.

All the usual suspects are rivals for these two: the Ford Ranger, Isuzu D-MAX, Mitsubishi Triton and so on.

Of course, the GWM also has competition in its own showroom from the smaller and cheaper GWM Cannon Ute.

On top of its pricing advantage, the 2024 GWM Cannon Alpha Ultra Turbo Diesel adds a heap of extra gear compared to the 2024 Toyota HiLux SR5 48V.

Its imposing exterior’s equipment advantages include a panoramic sunroof, roof rails, a tub liner, tray lighting, storage containers hidden by the rear doors in the C-pillars and a funky split rear tailgate.

Inside, it’s the only one that comes standard with leather-accented seat trim, powered, heated, cooled and massaging driver and passenger front seats, rear-seat manual adjustment and a power-sliding rear window.

Externally, the HiLux gets a few cosmetic updates for 2024 but its lone equipment advantage is a sports bar. Internally, it has a 220V socket and that’s about all the GWM misses out on.

Outside, both vehicles come with 18-inch alloy wheels and side steps, while inside they each get dual-zone climate control with rear vents and cooler boxes in the centre console.

The Ultra comes with a seven-year/unlimited-kilometre warranty and seven years’ roadside assist. Service intervals are yet to be confirmed but are expected to be 12 months/15,000km. Capped-price servicing details have also yet to be released.

The HiLux SR5 48V comes with a five-year/unlimited-km 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).

GWM has boldly stated it expects a five-star ANCAP rating for the 2024 GWM Cannon Alpha line-up, based on current protocols, but there is no news on when results will be published.

The 2024 Toyota HiLux 48V is rated five stars by ANCAP but that’s based on 2019 protocols.

The GWM has a comprehensive range of active driver assistants led by all-important front and rear autonomous emergency braking (AEB). That’s backed up by adaptive cruise control and various forms of lane policing, as well as blind spot, driver and speed monitoring.

The HiLux has the basics covered but doesn’t have the ability to lane-centre in the same way as the GWM or brake for crossing rear traffic (it provides an alert).

Both vehicles include seven airbags, 360-degree cameras, front and rear parking sensors, and outboard ISOFIX and top-tether strap points for child seats.

They also include trailer sway mitigation – important considering they both tow up to 3500kg.

The GWM’s camera view options are much more comprehensive than the Toyota’s and include a transparent chassis view that looks through the vehicle to the road it’s sitting on. This is a help when parking and off-road.

The 2024 GWM Cannon Alpha Ultra Turbo Diesel has the 2024 Toyota HiLux SR5 48V well and truly covered when it comes to tech.

Key features include a 14.6-inch infotainment touch-screen and a 12.3-inch instrument cluster, wireless Apple CarPlay and Android Auto, embedded satellite navigation, Bluetooth streaming, AM/FM and digital radio and a six-speaker audio. A connected car app is a new GWM feature.

There are USB ports front and rear and a wireless smartphone charger. The Cannon Alpha also has voice recognition, but it just ignored me.

The Toyota has 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 for 2024 wireless smartphone charging has been added to the SR5 and there are now USB ports in the rear as well as the front. A six-speaker unbranded audio system handles sound.

The instrument cluster is traditional analogue with a 4.0-inch digital readout between the dials.

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

The 2024 GWM Cannon Alpha Ultra Turbo Diesel is powered by a 135kW/480Nm 2.8-litre turbo-diesel engine that mates to a nine-speed automatic transmission (with manual flappy paddle shifting) and a part-time 4x4 system with low range, all capped off by front and rear locking differentials.

In the 2024 Toyota HiLux SR5 48V, the ubiquitous 1GD-FTV four-cylinder turbo-diesel engine replaces the 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.

Essentially, the battery juices up the motor generator which provides acceleration assistance to the engine at tip-in and low-percentage throttle, while also saving fuel with the assistance of a new start-stop system.

The battery is recharged via the motor generator (driven by the engine) and when coasting or braking.

Despite the 48V system producing up to 8.5kW and 65Nm, peak power and torque remain unchanged at 150kW/500Nm.

These outputs are channelled to the wheels via a six-speed auto (with manual changes at the lever), a part-time 4x4 system with low range and a locking rear diff.

The 2024 Toyota HiLux SR5 48V has a definite fuel consumption advantage over the 2024 GWM Cannon Alpha Ultra Turbo Diesel.

At the brochure, the Toyota claims 7.2L/100km while the GWM sits on 8.9L/100km combined.

To come up with proper comparative results we conducted back-to-back testing over an identical drive loop on the same day with both vehicles unladen and then repeating the course carrying 650kg in their trays.

Unladen, the HiLux averaged 9.1L/100km and then 10.6L/00km with the load added. By comparison, the GWM averaged 10.1L/100km unladen and 11.1L/100km with 650kg added.

Fuel tank size is very close: 78 litres for the GWM and 80 litres for the Toyota.

As purely mechanical packages, with or without 650kg added, there’s not much that separates the 2024 GWM Cannon Alpha Ultra Turbo Diesel and the Toyota HiLux SR5 48V.

The GWM has the more softly comfortable and absorbent ride, coping with the big hits better than the Toyota, which suffers from frame shake. Over the more minor stuff the GWM sets up a constant patter, but it’s not especially annoying by ute standards.

The Toyota handles more nimbly and its hydraulic-assist steering feels weightier and more connected. The GWM is ponderous and its three-mode driver-tuneable electric assist steering doesn’t communicate the interaction between front wheels and road as well. But its lightness is certainly handy around town – not that either of these trucks are prime urban material.

The HiLux also feels more lively when the throttle is pressed. There’s no doubt the 48V system smooths out bottom-end responses and provides an added surge. It evaporates as revs and speed rise and the familiar coarse, noisy and enthusiastic engine traits reassert themselves.

The Cannon Alpha is no firecracker, but its engine is quite smooth and responsive and also quieter than the HiLux. It’s also missing the throttle modulation shortcoming noted in our separate test of the Ultra Hybrid. Those closely stacked gears make themselves felt when first accelerating and there are some clicks and clacks coming back though the driveline as gears mesh, but the overall tuning is quite decent.

Both powertrains have three drive modes to choose from, varying from fuel-saving Eco, through a Comfort/Normal mode to Sport. There are some changes noticeable like heavier steering in the GWM and more aggressive gear selection in the Toyota, but the fundamental characters remain in place.

However, the difference in start-stop systems was night and day. The HiLux was imperceptible and lightning-fast, the GWM’s system obviously vibrated off and chugged back into life.

Much of the GWM’s tardiness is surely a direct result of its 400kg heavier kerb weight. The HiLux’s smaller size also helps its handling advantage.

Just to put that in perspective, the HiLux still weighs in at a solid 2150kg, but the Cannon Alpha breaks the scales at a simply obese 2550kg.

The GWM is longer (5445mm v 5320mm), taller (1924mm v 1865mm), wider (1991mm v 1855mm) and has a 265mm longer wheelbase (3350mm v 3085mm).

So the GWM actually does a pretty good job hanging in there, although we know from other comparison tests the ageing HiLux is not the best dual-cab drive out there.

Unsurprisingly, both vehicles deteriorated in performance and behaviour with 650kg added, but neither were disastrous. More nose-up, slower acceleration, more obvious ride intrusions, more lethargic response to steering inputs and harder pressure on the brakes required – discs all-round for the GWM, but only disc/drum for the HiLux.

Of the two, the HiLux felt more liberated and lively when the weight was removed.

But this is not only a test of dynamic tuning. The GWM has a whole strata of annoyances camouflaging and compromising the mechanical driving bits.

Overactive lane keeping grabs at the steering wheel, driver monitoring scolds alleged inattention, active cruise control lectures each time it is activated and will slow down for corners of its own accord, speed monitoring bings, and even blinkers are infuriating because they often don’t return to the neutral position.

Some of this stuff can be permanently switched off or every time the vehicle is started by drilling into multiple touch-screen menus. Some of it you just have to put up with. It is excruciatingly annoying.

Both the 2024 GWM Cannon Alpha Ultra Turbo Diesel and 2024 Toyota HiLux SR5 48V are capable performers beyond the bitumen.

The Toyota has the manoeuvrability edge because of its smaller size. It’s also got an established set of off-road mechanical and traction aids that have long proved their worth.

For 2024, the HiLux 48V adds Multi Terrain Select, which tunes powertrain and traction characteristics through multiple modes in high and low range. It is not a fundamental step forward.

The 48V system should also provide improved low-throttle modulation and some regenerative brake effect off-road, but it would be hard to pick unless driving back-to-back with the old model.

Both vehicles have downhill assist control. It locked straight in and performed flawlessly in the GWM, but took a while to activate in the HiLux.

The Cannon Alpha has that front diff and the theoretical advantage of being able to lock both of them in high range. The HiLux can only lock its rear diff in low range.

And here’s a few numbers to consider. The GWM has a higher claimed ground clearance (224mm v 216mm) and wading depth (800mm v 700mm).

The Toyota has the slightly better approach angle (29 versus 28.5 degrees, significantly better breakover (25 versus 19 degrees) and departure (27 versus 23 degrees).

It also has the better 12.6m turning circle, versus 13m.

During our off-road testing the HiLux touched down less, but neither vehicle had serious grounding issues over some sizeable moguls.

Despite its much larger overall size, the 2024 GWM Cannon Alpha Turbo Diesel can’t match the Toyota HiLux SR5 48V for carrying capacity.

Its 760kg payload pales in comparison to the 900kg claimed by the SR5.

Neither vehicle has enough width between the wheel-arches to carry an Aussie pallet (1165x1165mm).

Both claim the ability to tow 3500kg braked and here the GWM does have the advantage with its 410kg net payload. The SR5 can only carry 200kg and tow 3500kg at the same time.

However, at 3000kg braked towing the HiLux can carry 600kg while the Cannon Alpha increases only to a 460kg maximum.

The GWM also has its tailgate party trick. Short press on the button to split the gate, long press to lower it in the orthodox fashion. It’s a cool idea, just hope it hangs together on rough roads and with rough treatment.

The SR5 adds gas struts for 2024 so the tailgate opens smoothly rather than just dropping like a stone.

The 2024 GWM Cannon Alpha Ultra Turbo Diesel already has a clear advantage in the cabin thanks to all the extra equipment we’ve previously detailed.

But it also adds the ambience of a luxury car with trimmings that include loud wood veneer of some (real or fake) kind, stitched leather, a smattering of metal-like plastic and some nicely damped lids and sliding bins.

The driver’s seat is comfortable and adjustable, the steering column adjusts for reach and rake, the left foot rest is well positioned and angled, the view out is commanding.

The HiLux looks old-fashioned and basic by comparison. Yes, the optional premium pack makes it feel more cohesive than the standard interior, but really should it even be optional at this money? The driver has a less supportive seat but a similar level of adjustability to the GWM.

The Cannon Alpha has a decisive advantage in the rear seat. This is the only one-tonne ute that can comfortably carry tall (180cm-plus, to be arbitrary) passengers back there. Only the full-size $100K Yank-tank pick-up trucks do as good (or better) job.

The outboard seats can be manually reclined like banana chairs and there’s even power adjustment of the front passenger seat from the rear.

The GWM is also quieter in the cabin than the HiLux. Add that to the reasonable ride and its generous interior space and its potential as a vehicle for a long trip is obvious.

The HiLux has less space in the rear and less storage in the cabin. It is simply eclipsed by the GWM’s plethora of options front and rear. A double glove box is a rare plus.

The 2024 HiLux update removes one cup holder from the centre console and is replaced by a smartphone slot and only one-third of the rear seat now lifts up. That’s because of the 48V gubbins stored underneath.

The Toyota’s seatback does not fold down, but it does in three parts in the GWM. However, the Cannon Alpha’s seat base does not flip up.

The HiLux is clearly outmoded when it comes to infotainment tech with its smaller screen and grainier resolution. But at least there are still hard buttons for the audio and volume controls. So much better than drilling into the touch-screen as required by the GWM!

The digital instrument cluster of the GWM can be tuned through two different faces, but neither includes a permanent tacho. The Toyota’s analogue face is impossible to see in direct sunlight.

Each car also has detail plusses and minuses. For instance, the GWM has more generous sun visors and a thoughtful little slot to guide a cable through the centre console to USB ports mounted low down on the transmission tunnel.

The Toyota alone has an A-pillar grab for the driver and curry hooks on the front seatbacks.

The 2024 Toyota HiLux SR5 48V doesn’t win this comparison test; the 2024 GWM Cannon Alpha Ultra Turbo Diesel loses it.

If the GWM was represented on a graph it would look like my superannuation account – all peaks and troughs. Some pleasing highs and lots of bloody annoying lows.

The HiLux on the other hand would be as flat as a desert plain. Very few variations from the safe middle ground.

Considering its pricing, equipment, mechanical spec and youth, the GWM should win this contest by a mile. But an incredibly disappointing lack of attention to tuning detail makes it impossible to choose.

GWM wants to be a global automotive player. It needs to get that stuff right to be taken seriously.

2024 GWM Cannon Alpha Ultra Turbo Diesel at a glance:
Price: $57,990 (drive-away)
Available: Now
Engine: 2.4-litre four-cylinder turbo-diesel
Output: 135kW/480Nm
Transmission: Nine-speed automatic
Fuel: 8.9L/100km (ADR Combined)
CO2: 234g/km (ADR Combined)
Safety rating: Not tested

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)