Boasting a seven percent saving at the pump and 7g of gases saving from the exhaust, the latest addition to the Toyota Hilux range, the Hybrid has a lot to squawk about, but oddly, it doesn’t.
As a brand, Toyota has pledged a huge CO2 reduction target by 2030, 46 percent, so electrifying their diesel ute was bound to happen, especially since they are so good at hybrids. However, they have been a little coy about it. I mean a seven percent more efficient Hilux is not to be sniffed at, but oddly there’s not a hybrid badge in sight.
At this moment in time, Toyota are limiting their hybrid Hiluxes to the SR5 range, so 2WD, 4WD and Cruiser 4WD, my review model was the latter and dressed in Oxide Bronze. The walkaround was a familiar trek with the front sporting LED lights and a Hilux grille complete with Toyota logo, and therein lay my first gripe. It’s my understanding that Toyota hybrids come with blue badging, but my Hilux came with the same black and silver.
It was the same story around the rear, Toyota script, LED lights but no reference to being a hybrid. The hybrid badge omission continued down the ute’s profile too, with just the Cruiser and 4X4 decals explaining the variant and nothing else – or so I thought. In actual fact, according to a Hilux fan I met during my review, the flared arches are a hybrid giveaway, who knew!
Under the bonnet lies a traditional 2.8L turbo diesel mated to a six-speed auto, however, being a hybrid, Toyota have added a 48v generator and a small battery, the latter taking up residence under the rear seat. Together they offer the same 150kW and 500Nm as its pure diesel sibling, but now offer a seven percent improvement in fuel efficiency (now 8.7L/100km) and a 7g reduction in CO2s (now 231g). And fear not my towing friends, it will still tow 3,500kgs.
The interior is virtually identical to the pure diesel model, so you still get the upgraded seats and infotainment screen, JBL sound system and wireless charging. But now there is an extra button beside the gear shifter that allows you to venture into ECO mode and reap the rewards of a more efficient powertrain. What’s more, you can see what’s happening and how you’re faring, on the digital TFT screen that sits between the two traditional instrument dials.
At the flick of a button on the steering wheel, I was able to see what level the battery was at (and if the brake regen was charging it), evaluate my eco driving prowess and monitor my actual efficiency – which was sitting around the 11L mark.
Oddly, I assumed that the HYLUX (spelt that way for effect) would start up quietly, with the diesel engine joining in later, but the ute’s hybridness is just there to offer help where required, so no silent start but a quick killing and restarting of the powertrain at the lights or any extended stop.
The throttle appears to be more sensitive too, meaning that although the Hilux isn’t any quicker or more powerful than its diesel counterpart, it does seem more responsive, and certainly awakes from its red light slumber with speed.
None of its new hybrid tech touches the 2WD or 4WD system, so the Hilux remains as great and capable as before, and there appeared to be zero compromise to the ute’s performance if there was any added weight.
All in all the Hybrid Hilux is a win-win. A seven percent saving at the pumps in any climate is a good thing and will certainly help balance the books. And for those that don’t want to advertise their tree-hugging bent, your secret is safe, honestly, only a few will be able to tell.
Words and photos by Dave McLeod
