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Review
TOYOTA launched its new HiLux Rogue to the Australian market this month without much fanfare. The dual-cab utility brought with it significant equipment upgrades over the previous version for the same list price of $70,200 plus on-road costs.
That means the Rogue costs $3,010 more than its closest four-cylinder rival, the Ford Ranger Wildtrak (from $67,190 + ORC), which goes a long way toward showing just how dated the eighth-generation HiLux, which first debuted in 2015, is. But more about that soon…
The facelifted HiLux Rogue, which Toyota calls “significant mechanical updates,” features revised brakes, suspension and body enhancements. Changes to the Rogue’s suspension center around the front and rear tracks have been increased by around 140mm, while ride height has also been increased by around 20mm.
Toyota says its engineers have upgraded the HiLux’s suspension by increasing the length of the front suspension arm and front anti-roll bar, and adjusting the angle of the front shock absorber to improve efficiency.
The HiLux Rogue’s rear axle has also been lengthened, and so the rear shock absorbers have been moved outwards to improve stability and damping efficiency. A keen eye will notice a pronounced positive rear camber (without load).
In addition, a rear anti-roll bar is installed for the first time on the model, which Toyota says will improve roll stiffness by 20 percent and improve steering feel during cornering and lane changes.
Improved Braking: The HiLux Rogue features rear ventilated disc brakes that replace the existing drum setup, helping to improve stopping power.
Like the other four-wheel-drive HiLux double-cab variants, the Rogue remains powered by Toyota’s 2.8-litre four-cylinder turbodiesel engine, which produces 150kW/500Nm (versus the twin-turbo Ranger’s 154kW/500Nm). It is available exclusively with a six-speed automatic transmission.
The updated Rogue features a wide track, reinforced fenders, and prominent front and rear wheel arch extensions. The variant rides exclusively on 18-inch black-coated alloy wheels shod with 265/60 Dunlop Grandtrek PT22 road tires.
Other features that have been carried over from the previous model include a locally developed motorized roller deck, a stylish polymer sports bar and a marine carpeted bathtub.
Standard equipment includes heated front seats with perforated leather upholstery (as in the SR5 Premium), a panoramic monitor (360-degree camera system), an integrated trailer wiring harness and a towing package.
The 2023 Toyota HiLux Rogue comes standard with a nine-speaker JBL premium audio system and is available in nine exterior colors: Oxide Bronze (pictured), Glacier White, Frosted White, Silver Sky, Graphite, Eclipse Black, Nebula Blue, Saturn Blue. and Feverish Red.
Driving experience
Toyota owners are a loyal bunch, LandCruiser and HiLux drivers are more “welded in” than most. That means many will simply marvel at the Rogue’s shortcomings — let alone test drive the Ranger — and buy the newest model without question.
But don’t kid yourself; Despite the power and reliability of the HiLux Rogue, it is not without its shortcomings.
Of course, most of that comes from the fact that the car – and its electrical architecture – is nearly a decade behind the latest and greatest Ford (as one example). That means the Rogue does without the connectivity and safety tech offered by the best-selling Blue Oval, which really shows when you’ve been trying out a pair for just a few weeks.
Beyond the HiLux Rogue’s undoubted reliability and, admittedly, rugged exterior, is a technological offering that’s showing its age like a leathery Gold Coast pensioner in Speedos.
There’s no digitized instrument cluster (in fact, the welcome graphics still depict the Rogue’s predecessor) and a large, portrait-style infotainment screen. No paddle shifters on the steering wheel, electronic parking brake, rain-sensing wipers, wireless smartphone mirroring, wireless charging pad, ventilated seats, memory seats, automatic high beams… the list goes on. on.
The Rogue also lacks lane-keeping technology (outbound only) and no ability to apply the brakes to maintain a speed set by adaptive cruise control. Its headlights, at least in low beam, are second-rate, the steering feels heavy, the service intervals are short and, at least on the example we tested, an intermittent and interminable relay “click” somewhere while using the climate control. .
Unlike some of its competitors, the Rogue’s 360-degree camera technology can’t offer manual camera selection from various points around the car, while the forward-facing image is mostly consumed by a giant black “V” in the center of the frame.
Yes, friends, there is a long list of flaws with Toyota’s latest light commercial vehicle, and I wasn’t the only one in our office to notice them. Honestly, for this price, we expected better.
So, is there a “but”? Well, we’re glad you asked…
The “but” to this situation is that the HiLux Rogue is — at its core — still pretty darn good.
Despite its age, it performs very well with impressive fuel economy (we managed 9.0 liters per 100km in mixed conditions testing) and a transmission that put many with one, two or even four gears to shame.
Power delivery is progressive and predictable, with Power mode significantly altering throttle response when going uphill or overtaking. We found the ride quality to be acceptable for the car’s application and the stopping power impressive – the recently added rear discs helping to even out the HiLux’s braking considerably.
A bit of track widening also seems to help the HiLux Rogue handle more precisely at freeway speeds, while the increased ground clearance adds a bit more confidence when climbing over off-road obstacles.
Considering its intended purpose, the HiLux Rogue is also impressively quiet, with only a slight wind rustle from the wing mirrors to disturb driving at cruising speeds. The ergonomics are tidy, the seats are comfortable and visibility is very good – especially from the stadium-style rear bench.
All these many points aside, the HiLux continues to impress when it comes to fit and handling.
Panel gap uniformity is as good as any passenger SUV for the same money, and the paint job is bright and consistent. There were no squeaks or rattles to speak of, no shoddy or loose trim pieces, and none of the signs of wear or discoloration we’ve seen in some workhorses with similar mileage (we’re looking at you, Gladiator).
Perhaps this is why Toyota will continue to sell to its supporters without question. Like the previous generation and the generation before it, the HiLux just keeps rallying and doing its thing.
Sure, it may not have the bells and whistles of others, but it will serve faithfully year after year – and for many utility buyers, that’s the most important thing.
Whether that’s significant enough to keep the HiLux at the top of the sales charts is another matter entirely, and one we’ll be watching very closely.
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