| The launch of a new vehicle
model is almost invariably accompanied by
careful explanation of all the wonderful
new features, and how they justify its
price increase. Launching its first new
Hilux 2-and-4WD light trucks in almost
nine years, however, Toyota was able to
outline a veritable host of new features
- and an average 3.8 percent price
reduction, with some models enjoying a
reduction of up to six percent.
Toyota WA manager
Mal Crawford said at the launch that the
price reductions had been achieved
without eroding dealer margins - which is
all the more surprising, as this is
undoubtedly a completely new Hilux.
All 23 models - 12
4x2 models and 11 4x4s - have a new look
and true one tonne capacity, with some of
the 4x2s boasting a capacity of almost
1.5 tonnes, and the range has three new
engines.
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The Hilux SR5 Dual Cab features a
smoother exterior.
Even the more basic Hilux models have
more space than before.
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New to the Hilux
line-up is the Workmate, an entry-level utility
powered by a new 2.0 litre petrol engine
delivering 80kW of power at 5200rpm and 166Nm of
torque at 2800rpm - more than the previous
model's 2.4 litre engine. The 2.0 litre engine is
available only with a 5-speed manual gearbox.
For diesel devotees, there
is a new 3.0 litre SOHC atmospheric diesel
(non-turbocharged), which delivers 65kW at
4,000rpm and 197Nm at 2400rpm. The diesel is also
available with 5-speed manual only, in 4x2 and
4x4 variants.
Topping the Hilux tree is a
new 2.7 litre petrol engine. The same twin-cam
powerplant already seen in the Toyota Prado, it
delivers108kW of power at 4800rpm, and packs a
hefty 235Nm of torque at 4000rpm.
Matched to the 5-speed
manual in Hilux 4x4, the bigger engine offers the
choice of manual or 4-speed automatic in the 4x2
variants. It is, however, responsible for the
only price increase in the range, an average rise
of $290 for 4x2s equipped with the 2.7 litre
engine.
Safety Standards
During its development, the
new Hilux body was subjected to the latest
computer collision simulations and actual
collision testing, to new European safety
standards plus US and Japanese requirements.
In the process, new Hilux
met the following international crash-test
requirements:
- Front crash barrier
test at 56kmh (with airbags).
- 40 percent deformable
offset front barrier test at 60kmh (with
airbags).
- ECE/R95 dynamic side
intrusion test (on 4x2 models only, as
the test is not applicable to 4x4s due to
the impactor/vehicle height
relationship).
- FMVSS 216 roof
strength test.
- 50kmh rear moving
barrier crash test.
The body design
incorporates a dynamic side collision impact
absorbing structure, and side intrusion beams in
the doors. The body has also been reinforced to
meet front and rear impact requirements.
And, in what is believed to
be a first for the commercial vehicle market, a
linked option package of dual airbags,
force-limiting front seatbelt tensioners and ABS
braking is available, on all models except the
entry-level Workmate.
More space inside
In the pursuit of interior
space, all Hilux models gained in size in at
least one aspect.
Common to all models is an
increase in cabin height by 30mm, while the
front-seat hip point was raised by a similar
measurement for increased visibility and greater
ease of entry. The door openings of all variants
were also enlarged, and Double Cab models gain an
extra 93mm of legroom.
The interior features a new
dashboard with more ergonomically correct and
`user-friendly' controls, and close attention has
also been paid to the seats.
With full-foam moulded
cushions and increased lateral support, plus
improved adjustability, the difference is readily
appreciated in rough offroad conditions.
And Toyota WA gave us a
chance to do just that during the launch.
Roughing it ….
We never got to try Hilux
in soft sand, but on privately owned land
adjacent to a large quarry in the Swan Valley
foothills, Toyota had found a series of tracks
that meandered up and down steep inclines, forded
streams and twisted around big rocks - tracks
which at times semmed better suited to mountain
goats than wheeled vehicles of any variety.
Our first foray into the
hills, in a 2.7 litre SR5 Dual Cab, left us
reasonably impressed. There was never enough room
to simply drive around most of the obstacles
encountered, but the approach and departure
angles of the ute allowed it to clamber its way
over with minimal drama.
The 2.7 litre engine was
more than equal to the task, though at times it
seemed if anything a bit too eager to supply its
power - all four wheels did some frantic
scrabbling in the gravel.
But on our second run we
got serious, in another Dual Cab powered by the
3.0 litre diesel.
Few (if any) 4WD
enthusiasts will dispute the suitability of an
oil-burner to rough conditions, and this new
diesel seems capable of justifying any faith
placed in it.
Like any atmospheric diesel
its acceleration off the mark is less than
urgent, before it settles into a comfortable
rhythm on the highway that covers distance with
ease.
But its real strength lies
in delivering serious `grunt' at low revs. The
peak of 197Nm arrives at 2400rpm, so a fair whack
of that is available at lower engine speed.
In Low-2 and 3, it simply
crawled its way over or through the rough shale,
and was not fazed in the least by steep climbs
over the same stuff. It is also notably quieter
than any previous Toyota diesel - though several
drivers commented very favourably on the
purposeful growl it emits when called on to
deliver its torque.
A more detailed analysis
will be possible when a vehicle is available for
sustained on (and off) road testing. However,
based on our all-too-short off-road expedition,
we believe Toyota has every reason to be
confident of picking up extra sales with its new
Hilux.
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