All-new Toyota Hilux: On top of the mountain

WhenToyota first unveiled the seventh-generation Hilux in 2005, it was a revolutionary all-new brief that paved the way for pickup trucks to go beyond the traditional workhorse, and become a true, dyed-in-the-wool lifestyle statement for people who led a varied, multitasking and multirole lifestyle.

The platform, Toyota’s innovative IMV architecture, allowed modular spin-offs of one basic chassis, which spawned the aforementioned Hilux, the Fortuner and the Innova MPV, and which would later become the best sellers in their respective segments.

Consequently, the engines, from common-rail direction injection with turbochargers (later upgraded to variable nozzle turbines), also brought efficient, powerful and reliable, not to mention clean, diesel engine technology to the masses.

Over a decade later, which in car years is akin to two lifetimes, the all-new eighth generation raised the curtains to another all-new era in lifestyle-oriented, workhorse-capable pickup trucks.

The eighth-generation Hilux doesn’t stray far from its predecessor; it improves on the strengths of the previous model.

The chassis, which forms the basis of an all-new IMV architecture, boasts of box frame  steel sections that are 20 millimeters larger in diameter compared to the previous generation.

This makes for a stiffer, stronger and more robust platform, capable of withstanding the toughest offroad trails as well as the heaviest of loads.

The pickup bed has also increased in size. The seventh-generation Hilux’s pickup bed was designed to fit exactly six standardized fruit pallets commonly used in Thailand, the largest pickup market outside of the United States.

The new Hilux pickup can now fit eight standardized fruit pallets, which in our market may not be as significant, but in an agricultural-based economy such as Thailand means a lot.

The previous generation 1KD-FTV and 2KD-FTV have made their final bow, replaced by a new generation of smaller displacement but more powerful, more fuel-efficient, and crucially, cleaner and more environment-friendly 1GD-FTV and 2GD-FTV engines that deliver 174 and 147 horsepower, respectively, and  450 and 400 Newton-meters of torque, respectively, in their highest respective trim.

The archaic four-speed automatic and five-speed manual have given way to a new-generation six-speed automatic and six-speed manual transmission —the automatic being a responsive, fast-acting slushbox that quickly adapts and reacts to one’s driving style.

Interestingly, the manual comes with Toyota’s new proprietary iMT system, which is capable of rev-matching engine speeds to the transmission speed for smoother shifts. Similar technology can usually be found in expensive, high-end sports cars.

The all-new Hilux is also a very safe vehicle: seven airbags are available on top-of-the-line 4×4 automatic G variants, with hill-start assist, ABS-EBD brakes, with BA (brake assist deploys full braking force regardless of pedal pressure in the event that the system senses an impending collision), VSC (integrated vehicle stability and traction control), and A-Trac advanced traction control.

A-Trac, together with the only rear-locking differential in the pickup segment, allows the Hilux to have the best offroad ability right out of the box to tackle even the most extreme, arduous and demanding of trails.

The suspension retains the double wishbone front and live-axle rear design with ventilated discs up front and drum brakes at the back, and still allows towing capacity in the 750-kilogram free weight, and as much as 2,500 kg with a braked trailer.

The bed can easily carry a 1-ton payload. Others even whisper that some Hiluxes have been able to withstand a 1.5-ton payload in other markets.

It makes sense that the new Hilux will be a favorite among the military as well as armed militia in crisis points scattered around the world because of its almost unbreakable chassis and legendary Toyota reliability.

The exterior of the new Hilux looks very global. It has design cues that point to other Toyota trucks in North America like the Sequoia large-size SUV, the Tundra and Tacoma pickups, and even the Land Cruiser.

The new front bumper is extended but scalloped underneath to help improve ramp and departure angles when offroading. The rear bed also has a high-mounted LED third brake lamp on top of the tailgate for improved visibility.

Unfortunately, the headlights don’t have the LED daytime running lights and projector-style headlamps that other markets have received.

All-terrain 17-inch alloy wheels come as standard, measuring 265/65R17 for the 4×4

G models, 225/70R17 for the E variant, and 15-inch steelies with 205/70R15 tires for the cab and chassis models (for fleet and commercial use).

The plastic fender flares have been removed, replaced by mild sculpting on the wheel fenders to give a more streamlined yet defined and rugged appearance.

Inside, driving position has improved; the new three-spoke steering wheel is adjusted for rake and houses buttons for the multi-information display and multimedia system, with the driver’s seat adjusting manually in eight separate ways.

The working-class dashboard has been replaced by a more sophisticated and luxurious piece that has a large, built-in multimedia touchscreen with DVD, USB, aux-in and Bluetooth connectivity.

There’s no push start/stop button unlike in other markets; our market makes do with the traditional key fob with alarm/immobilizer on the G variants.

On the move, you can really feel the stiffness of the chassis. The rack-and-pinion steering wheel moves far more precisely and accurately on tarmac, and the firm suspension reacts well to weight shifts when cornering, braking or accelerating. There’s better traction in the rear with an unladen pickup bed.

Of course, it has far more responsive power and torque on tap. Brake-torquing the rear tires for a quick run on an impromptu drag strip is as easy as ABC.

There’s also Eco and Power modes, aside from the regular Normal mode that helps conserve diesel or gives you added grunt when climbing up a steep, slippery hill. This is made easy with a switchable knob-operated 4×4 system plus the aforementioned rear-locking differential and A-Trac system.

The Hilux launch in Clarkfield, Pampanga, took us to a light offroad trail through the Sacobia River on Delta IV leading and up to the base of Mt. Pinatubo, 1,118 feet above sea level.

Sacobia River is mostly a dry riverbed during the lean season, but it can quickly fill up and trap vehicles during heavy rains. It’s a run-off area for water coming down Mt. Pinatubo and other highland areas, plus the riverbed itself is filled with volcanic sand or lahar.

Our group of three Toyota Hiluxes and a few other support vehicles went on a high-speed 60-80-kilometer-per-hour trail run through the riverbed, with some 1-foot-deep (0.3 meters) water crossings and lots of splashes.

Not one of the Hiluxes, fully laden with five people each, got stuck despite being shod with the OEM all-terrain tires. Performance was impressive, and power was immense. And the steep ascents and descents, plus a few carefully laid-out chassis twister sections and suspension/wheel-hop areas, showed how stable, solid and sure-footed, not to mention comfortable, the all-new Hilux is.

The all-new eighth-generation Hilux is the safest, most technologically advanced, refined, and one of the most comfortable pickups available in the market today. Others might claim to be the King of the Hill, but the Hilux literally demonstrated to us that it is on top of the (pickup) mountain.