- Doors and Seats
4 doors, 5 seats
- Engine
2.8DT, 4 cyl.
- Engine Power
150kW, 500Nm
- Fuel
Diesel 7.9L/100KM
- Manufacturer
4XD
- Transmission
Auto
- Warranty
5 Yr, Unltd KMs
- Ancap Safety
5/5 star (2019)
2021 Toyota HiLux SR5 4X4 dual-cab review
One of Australia's favourite vehicles, the Toyota HiLux SR5 remains a solid choice in the HiLux range, despite no longer being the flagship model. Trent Nikolic tests the popular dual-cab on-road.
- Tough as nails and still the off-road pick
- Service and parts network second to none
- Simple but functional cabin
- Unladen ride still isn’t as good as the segment best
- Ownership costs climb with six-month servicing
- Some hard plastics still in the cabin
Introduction
Rivals have multiplied in recent years, but the 2021 Toyota HiLux SR5 remains one of Australia’s favourite vehicles in any segment. While there are now more expensive variants further up the tree, the previous range-topper still finds favour with plenty of Australian buyers. And for this test, we take a look at the SR5 as an around-town hack - something many buyers will use them for.
If you look at 4x4 double cabs, the HiLux starts at $46,790 for the fleet-spec Workmate, then steps into SR from $50,010, SR5 as tested here from $57,920, before moving up to Rogue from $68,990 and finally Rugged X from $69,990. Those prices are all before on-road costs are added.
If you’re wondering how dual cabs got into 70-grand territory, you’re not alone, but that’s par for the course at the top end of the segment now. And while the Rogue and Rugged X offer more (and different) standard equipment, it’s the SR5 that remains our smart-money choice.
It would take the space of most of this review to list all the competitors, but Toyota’s key combatants come from Ford, Isuzu, Mitsubishi and Nissan. The SR5 takes aim at the Ranger XLT that starts from $57,490 (for the 3.2-litre five-cylinder), D-Max LS-U that starts from $55,900, Triton GSR from $53,240, and Navara ST-X from $55,770, again all before on-road costs. It used to be simple to compare the dual-cab brigade spec-for-spec, but not so much anymore.
There’s plenty to dissect, with the Ranger remaining compelling despite being a decade old, D-Max the newest kid on the block and our current leader, Triton the undoubted value-for-money choice, and Navara the only one with a coil-spring rear end in this group. Something for everyone then? Depends how you look at it.
The SR5 is, as it has been for some time, relatively familiar to most of you. The 18-inch wheels are standard, with a full-size spare, there’s an attractive chrome grille, along with chrome garnish for the exterior mirrors, which are also heated. LED headlights, DRLs, and fog lights are also standard. SR5 also gets front parking sensors, which are handy for those of you living in the city.
Dual-cab styling changes slowly, though, and as such, it’s as you were for the HiLux. Our tester in blue is a refreshing departure from the usual sea of white, grey and black.
Key details | 2021 Toyota HiLux SR5 dual-cab |
Price (MSRP) | $57,920 |
Colour of test car | Nebula Blue |
Options | SR5+ Pack ($2500), metallic paint ($675) |
Price as tested | $60,465 |
Rivals | Isuzu D-Max | Mazda BT-50 | Ford Ranger |
Inside
Dual cabs, while infinitely better than those of generations past, still lose out to comparable four-wheel-drive wagons and family sedans, no matter which way you read the spec sheet. Still, the SR5 has what most of you would consider the day-to-day vitals. There’s keyless entry and start, climate control air conditioning, wired Apple CarPlay and Android Auto connectivity, an 8.0-inch infotainment touchscreen, proprietary satellite navigation, and digital radio. The leather-trimmed steering wheel and shift knob add a touch of premium.
Test the SR5+ as we’ve done here, and you get a $2500 added package that brings single-staged heated front seats, eight-way electric adjustment for the driver and leather-accented upholstery. Do you need this package? No. Would we recommend it? If it doesn’t tip your budget over the edge, then yes.
Storage is well catered to in the HiLux, too, which is something plenty of buyers will take note of given how much time they tend to spend in their dual-cabs. You get two gloveboxes, clever pop-out cupholders at the outer edges of the dash, cup (or small bottle) holders at the back of the centre console, and a storage section ahead of the shifter that works for large phones.
In the second row, the fold-down armrest has two cupholders, while there are also map pockets in the seat backs, takeaway bag hooks and bottle holders in all four door pockets.
The front section of the cabin is comfortable for both passenger and driver, and there’s enough adjustability for you to get comfortable. There are elements of the cabin, though, where the HiLux loses ground to segment leaders. Hard plastics, fake stitching, no auto-dimming rear-view mirror, basic switchgear and design all deliver a workmanlike feel to the cabin of the HiLux. Still, it feels robust and reliable – something that is hard to put a price on.
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Into the second row, there’s enough room for six-footers, but the best in segment offer more room and comfort for passengers. You do get air vents back there but no controls, and while tall occupants can sit back there, you wouldn’t want to force them to do it over a long road trip.
2021 Toyota HiLux SR5 dual-cab | |
Seats | Five |
Tray size | 1555mm by 1575mm |
Length | 5325mm |
Width | 1855mm |
Height | 1815mm |
Wheelbase | 3085mm |
Infotainment and Connectivity
The centre console cops a 230-volt household-style power outlet and two regular 12-volt outlets, but only one USB outlet. Toyota listened to the market by adding smartphone connectivity, and it moves a well-outdated system to one that works reliably in a way that most people will be familiar with.
Hard buttons for major controls, a responsive touchscreen, and reliable connections all get the tick of approval during testing. While segment leaders have bigger screens, the screen that the HiLux has works well.
The driver gets a 4.2-inch digital display, which includes a digital speedo – another feature that fast became a must-have inclusion. The functionality of this screen, despite the graphics looking a bit basic and old school, is also excellent.
While there might be prettier or more modern systems in the segment, the HiLux's standard equipment works, and works well. The addition of smartphone mirroring has taken away our minor gripe and resulted in a much more enjoyable daily use prospect.
Safety & Technology
All HiLux models get the full five-star ANCAP safety rating having been tested in 2019. Delve into the finer details and new platforms are even safer again, but the HiLux remains a safe and sensible choice for family and business buyers alike.
Standard equipment includes autonomous emergency braking with pedestrian and cyclist detection that works between 10km/h and 80km/h. Lane-departure warning and lane-keep assist are also standard, along with adaptive cruise control and speed sign recognition. You do get a rear-view camera on this model, but no blind-spot monitoring system. SR5 gets seven airbags, and this dual-cab also has two ISOFIX mounts at the outer seats in the second row.
At a glance | 2021 Toyota HiLux SR5 dual-cab |
ANCAP rating & year tested | Five stars (tested 2019) |
Safety report | Link |
Value for Money
The HiLux is covered by Toyota’s five-year/unlimited-kilometre warranty, which extends out to seven years and unlimited kilometres for the powertrain if you ensure that it is serviced as per the logbook, on time. One bugbear we’ve had with the HiLux for some time is the service intervals – six months or 10,000km – numbers that will come up pretty quickly for business owners. Nearly every major rival asks for yearly services or every 15,000km.
Services $260 each up to the sixth service, which is sharp pricing despite the regularity, but service prices step up from there. For some of you, though, a twice-yearly service centre visit might be a pain in the proverbial.
At a glance | 2021 Toyota HiLux SR5 dual-cab |
Warranty | Five years / unlimited km |
Service intervals | 6 months / 10,000km |
Servicing costs | $3629 5yrs |
Fuel cons. (claimed) | 7.9L/100km |
Fuel cons. (on test) | 8.4L/100km |
Fuel type | Diesel |
Fuel tank size | 80L |
Driving
Changes for this current HiLux were significant enough that it does feel like a different vehicle to the old model. The four-cylinder turbo diesel is neither the biggest nor most powerful in the segment, but it does get the job done with relative ease.
The 2.8-litre makes 150kW at 3400rpm and the automatic we’re testing here makes 500Nm between 1600-2800rpm. It’s that added torque figure you most notice around town and off the mark, where the SR5 gets up to speed swiftly.
Toyota claims 7.9L/100km on the combined ADR fuel cycle, and on test we used an indicated 8.4L/100km. That figure was returned largely in traffic, and with a little bit of off-the-mark enthusiasm to get a feel for the uprated torque delivery. Pretty efficient in the real world then. Significantly more frugal than the HiLux of old, too, where we used to see 10s and 11s regularly. An 80L fuel tank makes for easy rural touring when the need arises.
Off the mark, the SR5 is punchy enough that it never feels sluggish, and the extra torque output is a welcome addition. It revs cleanly out to redline, too, only running out of puff right at the outer end, as most diesels tend to. The six-speed automatic is nicely matched to what the engine is doing, and with fewer ratios than some gearboxes in 2021, it makes do with what it does have effortlessly. There’s no hunting no matter the road speed.
Toyota’s 2.8-litre isn’t as refined or quiet as the best in segment – and that’s the case by some margin. It can get pretty rowdy if you do lean on it, and there’s a bit of clatter at idle too. If the auto shift system comes into play when you’re rolling down a long grade, the engine noise as it shifts gear might surprise you the first few times. Still, it’s a diesel work truck in real terms, so plenty of you won’t be bothered.
Where the best in segment really make their mark over the HiLux is on-road manners – especially unladen. Even the Amarok sits right up with the best in segment in terms of on-road ride, despite its age and lack of other equipment. Ranger, D-Max, BT-50 and even Navara all edge the HiLux in the way they behave on-road.
The HiLux isn’t uncomfortable or unacceptable by any means, but it’s definitely harsher riding and less composed over the rear axle, despite changes made with this update in 2020. As always, add a few hundred kilos in the tray and the ride settles right down, so keep that in mind if you do carry tools or equipment regularly.
Toyota claims that it has made changes to the steering system for this update, and between parking speed and highway speed it seems to us to be perfectly suited to those tasks. We reckon the new D-Max and BT-50 are the best in segment on this front, and there’s a heft to the HiLux at low speed that they don’t have, but it’s more user-friendly than it was before.
The standard tyres are decidedly road-focused, and you know from our specific off-road testing that the HiLux is a formidable proposition in the tough stuff – even in standard trim. However, around town and on the highway, the SR5 is better than it’s ever been before.
Key details | 2021 Toyota HiLux SR5 dual-cab |
Engine | 2.8-litre four-cylinder turbo diesel |
Power | 150kW @ 3400rpm |
Torque | 500Nm @ 1600-2800rpm |
Drive type | Four-wheel drive |
Transmission | Six-speed automatic |
Power to weight ratio | 72.9kW/t |
Weight | 2055kg |
Tow rating | 750kg / 3500kg |
Turning circle | 11.8m |
Conclusion
It’s hard to argue the toss over a HiLux and its fit-for-purpose rating. It does everything that buyers will expect, and it does it all easily. It’s not the segment leader, but you could argue that hasn’t been the case for some time.
While some offerings are better on-road or more refined, the HiLux remains our big-trip recommendation and off-road option in the segment. It’s finally been dragged kicking and screaming to the table in a few key areas too.