My good friend Pierre, the gentleman farmer on whose farm in the Anysberg area we on occasion test bakkies, recently bought a hybrid HiLux; having driven an Amarok for a quarter million km. He works around the peninsula but regularly drives to the farm so is a really good source about how a bakkie does in real life.
Its been three months now that Pierre has had the bakkie. Fuel consumption has dropped and is now averaging around 9,5 L/100km (although Toyota claims 7,4 L/100 km is possible). He has adapted to the new style of driving and is still happy with his purchase. He says his average consumption is 9,5L /100km with skaaptralies . Without them it was 9,1. Pierre says “the Hilux is great on gravel and nice to drive in town; even the stop – start works very very well . Not as nice as the Amarok on a 8-hour highway stint though. The bakkie has more than enough power – all the power feels very usable and available.”
The new mild-hybrid HiLux is about refining the ride and preparing HiLux and its cohort of owners for the new world of something different to just a choice between petrol or diesel. At the same time it subtly enhances the driving experience and slightly reduces fuel consumption. A great start to the new bakkie era. It is a bit of a tech tour de force.
Toyota has been selling HiLuxes in SA for fifty years now (since 1968) over 8 generations. For the first time they offer a mild hybrid option which has a 4,3 amp hour, 7,6 kg lithium ion battery which generates power (7% more grunt) when braking or decelerating and uses the electric assist to accelerate. I got the impression turbo lag is completely eliminated and felt the bakkie was more perky than a normal HiLux.
The GD-6 48V is rated at 150 kW and 500 Nm, more than enough for almost any application. This model has Multi-Terrain Select which enhances performance under different off-road conditions. There are six settings: Sand, Mud, Rock, Dirt, Deep Snow and Auto. For low speeds the idle speed is reduced to 600RPM, a reduction of 20%. It has a limited slip diff at the back and is shod with 265 65R17 Dunlop Grandtreks.
The electric motor-generator operates in place of a conventional starter motor and is always connected. One can set the stop and start performance, selecting NORMAL or LONG. In LONG, the engine’s idling stop time when the air conditioning is operating is increased.
The towing capacity is 3500 kg braked and 750 kg unbraked, and even with the hybrid system, it still has a wading depth of 700 mm.
The Gen 8 HiLux has a fair safety kit specification with 6 airbags, pre-tensioned seatbelts, EBD, ABS, stability control, trailer sway control, and even park distance control to mention a few items.
The interior is SUV-like. It feels and looks like a car inside. From leather-clad seats to 4-spoke multi-function leather covered steering wheel, proper airconditioner with physical buttons, 220 V and 12 V power sockets, USB, 8” touchscreen and is Toyota Connect enabled. The ambience is smart and is comfortable. There is a plethora of nooks and crannies to stow “stuff”.
It delivers like a workhorse truck but drives like a SUV. Toyota’s engineers have managed the almost perfect compromise between comfort and practicality, performance and economy.
The Hilux 28 GD-6 48V double cab 4×4 Raider, as tested, retails from R876 600. It takes on big-name bakkies like the VW Amarok 2.0BiTDI double cab Life 4Motion at R871 200, the D-Max 3.0TD double cab V-Cross at R873 300, Ford Ranger 2.0BiTurbo double cab XLT 4×4 (R888 500), and the more affordable, newly launched Mitsubishi Triton 2.4D-D double cab Xtreme 4×4 at R849 990.
There are 4 models, from the 4×2 Raider at R785 400 up to the 4×4 Legend which retails for R921 800.
The warranty is for 3 years or 100 000 km and service plan for 9 services or 90 000 km, whichever comes first.
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