Toyota HiLux 2021 review: SR5 Double Cab cab chassis GVM test

The latest HiLux range brings a swag of engineering enhancements, headlined by a class benchmark 3500kg braked towing capacity and long-awaited revision of the leaf-spring rear suspension tuning for a smoother ride when unladen.

There’s also increased engine performance, enhanced automatic transmission function, revised power-steering with greater assistance at parking speeds and (at last) rotating nobs replacing fiddly touchscreen buttons to control volume and tuning on the multimedia system.

Inside, rotating nobs replace fiddly touchscreen buttons to control volume and tuning on the multimedia system.

We should also point out that the SR5, in this dual cab-chassis configuration, misses out on the front and rear parking sensors and reversing camera fitted as standard to ute-bodied versions. That’s a bit miserly on Toyota’s part, given that recent new arrivals like Isuzu’s new D-Max dual cab-chassis provides a reversing camera as standard equipment in its Workmate-equivalent SX grade. 

Even so, front parking sensors and a reversing camera are listed in Toyota’s genuine accessories catalogue and can be retro-fitted at extra cost.

Toyota claims a combined average of 8.0L/100km but the SR5’s dash display was showing 10.6 when we stopped to refuel at the end of our 392km test, which included more than 120km at maximum GVM.

Our figure calculated from tripmeter and fuel bowser readings was higher again at 11.5, which is typical of the 2-3L/100km discrepancies between official and real-world figures. So, based on our numbers, you could expect a realistic driving range of almost 700km from its 80-litre tank.

The standard 1945kg kerb weight increases to 2253kg with the full-steel tray which weighs a hefty 308kg. Therefore, the standard 1105kg payload rating has to be reduced by the same amount to avoid exceeding the 3050kg GVM, which leaves a lower peak payload of 797kg.

It's also rated to tow up to 3500kg of braked trailer but with its 5850kg GCM limit (or how much it can legally carry and tow at the same time) that would leave only 97kg of payload capacity, which would be used up by the driver alone.

So, while it’s possible to tow 3500kg, it’s impractical in real-world terms and few ute owners need to tow more than 3000kg anyway. An owner would be better served by basing tow limits on the HiLux’s 3050kg GVM, which drops the tow rating from 3500kg to 2800kg but preserves almost 800kg of payload. That’s a more practical set of numbers.

The SR5 cab chassis has a payload of 797kg.

The heavy-duty all-steel tray features a robust checker-plate floor and tube-section headboard with vertical spikes on each side to retain long lengths of timber, PVC or copper pipe etc. There’s also a window protection frame and under-floor rope rails along each side. The three drop-side panels can be easily removed and additional support in the form of pivoting brackets at the rear is provided for the two side panels, if carrying loads with the rear panel removed.

However, there are no internal load anchorage points, which means loads like ours requiring straps or ropes must be anchored to the external rails. This suggests the HDS tray is best suited to carting loose building/landscape supplies like sand, soil, rocks, woodchips etc.

There's a large-bottle holder and bin in each front door.

Rear seat passengers have a large-bottle holder and small storage bin in each door plus flexible storage pouches on the front seat backrests and a pair of small-bottle/cup holders in the fold-down centre armrest. The split-fold base cushions can be stored in a vertical position if more internal load space is needed or to access two underfloor storage compartments.

Rear seat passengers get a fold-down centre armrest and directional air vents.

We forklifted 740kg onto the tray which with driver and half a tank of diesel was right on the 797kg payload limit. The rear leaf springs compressed 50mm under this load which was line-ball with a pre-upgrade HiLux SR ute previously tested lugging a 150kg heavier payload. We can only attribute this greater spring compression to the more supple new suspension tuning.

Even so, there was no shortage of engine performance under this load, particularly on our 13 per cent gradient, 2.0km-long set climb, which the SR5 devoured in third gear at 2500rpm comfortably within its 1600-2800rpm peak torque zone.

We lifted 740kg into the tray.

 Engine-braking on the way down, in a manually-selected second gear, wasn’t so impressive as the engine spun freely up to 4000rpm on overrun (4400rpm redline) and road speed started to creep beyond the posted 60km/h limit before we had to hit the brake pedal. So, noticeable boosts in power and torque have enhanced its hill-climbing ability, if not its engine-braking.

Five years/unlimited km warranty with capped-price of $250 for each of the first six scheduled services. However, the service intervals are relatively short at 6 months/10,000km whichever occurs first.