Fiat Ducato VS Toyota HiLux
Fiat Ducato
Likes
- AEB
- New drivetrain
- Two-tonne-plus payload
Dislikes
- Left footrest
- Three-year warranty
- Driver’s seat adjustment
Toyota HiLux
Likes
- Build quality
- 3500kg towing
- Load-carrying ability
Dislikes
- V-Active 48V performance
- Short service intervals
- Cramped rear seating
Summary
Fiat Ducato
The Ducato originated in 1981 through a joint venture between Fiat and PSA Peugeot-Citroen, which are both now part of the recently formed Stellantis conglomerate. The Ducato has evolved through four decades and several generations, with more than 2.6 million sold in a variety of body styles (including popular motorhomes) and wheelbases.
The current generation van, which competes in the 3501-8000kg GVM commercial class, is also marketed as the Peugeot Boxer, which was tested at maximum GVM by CarsGuide in 2020. Despite many similarities between them, the latest iteration of the Ducato is more than just a badge-engineered version of its French sibling.
The MY21 Fiat Professional Ducato Series 7 is equipped with an all-new drivetrain, updated safety and convenience features and a class-leading two-tonne-plus payload capacity, which we recently put to the test.
| Safety rating | — |
|---|---|
| Engine Type | 2.3L |
| Fuel Type | Diesel |
| Fuel Efficiency | 10.6L/100km |
| Seating | 3 seats |
Toyota HiLux
Since its launch in the 1960s, the iconic HiLux has been one of Toyota’s strongest-selling models. The current eighth-generation continues that tradition, even though now in its ninth year in local showrooms and having lost its long-held 4x4 sales leadership to Ford’s Ranger.
Toyota has done a commendable job in keeping the HiLux looking fresh since its local launch in 2015, with numerous cosmetic/equipment updates and the addition of prestige models like the wide-track Rogue and performance-enhanced GR Sport.
The 4x4 HiLux’s latest upgrade is the first use of Toyota's new 'V-Active' 48V technology, which provides electric assistance to the diesel engine. Toyota claims improved fuel efficiency, acceleration and smoothness, along with enhanced off-road prowess. We recently put one to the test to see how it measures up from a tradie’s perspective.
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| Safety rating | |
|---|---|
| Engine Type | 2.8L turbo |
| Fuel Type | — |
| Fuel Efficiency | 7.2L/100km |
| Seating | 5 seats |
Verdict
Fiat Ducato8/10
The latest Fiat Ducato, in MWB MR configuration with optional nine-speed auto, is a competent competitor in the 3501-8000kg GVM segment. Its class-leading two-tonne-plus payload rating would have considerable appeal for those who need to carry exceptionally heavy loads and we couldn’t find any major flaws in its design and performance. However, the warranty is short and there are niggling issues in terms of driver comfort, which if addressed would increase the Ducato’s appeal.
Toyota HiLux7.6/10
The HiLux’s age-defying sales and resale values confirm it’s still one of the top two 4x4 dual cabs on the market. However, its new V-Active technology feels underdone, as it adds weight (we reckon about 40kg) and complexity without gains in performance you can feel or economy you can meaningfully measure. Hopefully, Toyota’s next crack at a 'hybrid' HiLux will be more convincing.
Design
Fiat Ducato
The MWB MR's front-wheel drive chassis rides on a 3450mm wheelbase with 12.5-metre turning circle. It’s 5413mm long, 2050mm wide and 2539mm tall, so like numerous van rivals in this GVM class it can’t access shopping centre and underground carparks which typically have a 2.2-metre height limit.
Underpinnings are simple and rugged, combining coil-spring strut front suspension with a leaf-spring rigid-tube rear axle that’s well designed for heavy load-carrying, with compressible rubber cones between body and axle that provide a second stage of support. There’s also four-wheel disc brakes, power-assisted rack and pinion steering and ample hard-wearing black plastic protecting the most vulnerable areas of the bodywork from scrapes and dents.
A sealed steel bulkhead separates the cabin from the cargo bay, insulating driver and passengers from load area noise and doubling as a robust cargo barrier. Its sliding window is ideally positioned to allow the driver or passenger to make a quick over-shoulder glance to check that their load is secure. Leg room for the centre passenger is unusually generous, even for tall adults, which would be appreciated by a crew of three.
Interestingly, the rear barn-door windows are heated but there are no wiper/washers fitted. At first this appeared to be an oversight, but having driven the Ducato in heavy rain we were surprised at how spray-free the rear screens remained and how clean they were afterwards.
Our only gripes are that the driver’s left footrest is so short you can only rest your toes on it. It’s a shame the excellent full-length one that resides in the passenger footwell (which of course is the driver’s footwell in LHD models) can’t migrate across the cabin for RHD versions. Driver comfort would be further improved with more rake adjustment in the base cushion.
The small 5.0-inch infotainment screen also makes it difficult to see much detail in the vision provided by the reversing camera. The optional 7.0-inch screen would be an improvement here, but is only available as part of the Comfort and Tech Pack.
Toyota HiLux
The HiLux’s enduring appeal is the ‘unbreakable’ feel when you step aboard. Even though its curvaceous styling is increasingly dated, we can’t fault the build quality as it displays a peerless standard of fit and finish which never wavers.
Our only major gripe (since its launch in 2015) is the cramped rear seating. It’s particularly tight for tall people, giving that I’m 186cm and when sitting in the rear seat with the driver’s seat in my position, my knees are pressed into its backrest and my head rubs on the roof lining.
Shoulder room for three large adults is equally challenging and tolerable only for short trips. We reckon the Ranger’s more accommodating rear stalls are significant in its sales leadership.
Practicality
Fiat Ducato
The Ducato’s 2060kg kerb weight and 4250kg GVM results in a huge 2190kg payload rating which dwarfs rivals we've tested including the Mercedes-Benz Sprinter, Ford Transit and its Peugeot Boxer sibling. It's also rated to tow up to 2250kg of braked trailer but given that Fiat does not publish a GCM (Gross Combination Mass) number, we can’t confirm if it can tow that weight while carrying a full payload.
The cargo bay, with a competitive 11.5 cubic metres of load volume, has an unprotected load floor that’s 3120mm long and 1870mm wide with 1422mm between the wheel housings. Therefore, it can easily carry two 1165mm-square standard Aussie pallets or three 1200 x 800mm Euro pallets, held in place by eight sturdy load-anchorage points.
There’s also ample forklift access through either the rear barn-doors, which can swing open to 270 degrees with a combined 1562mm-wide opening, or the sliding side doors with their 1250mm-wide openings.
All doors and walls are lined to mid-height and the raised roof cavity allows even tall adults to stand inside without stooping. It also provides a large and very useful storage area over the driver’s cabin, which is ideal for stowing ropes, straps, load-padding etc.
There’s plenty of cabin storage too, with large-bottle holders and two levels of storage bins in each front door. The dashboard offers numerous open storage bins plus small-bottle/cup holders, a glovebox, large overhead map shelf and storage tray under the driver’s seat. The centre seat’s backrest also folds forward to reveal a handy work desk on the back of it, complete with a spring-loaded clip to hold documents in place, a pen holder and two more small-bottle/cup holders.
Toyota HiLux
With its 2150kg kerb weight and 3050kg GVM, the SR5 V-Active has a 900kg payload rating. It can also tow up to 3500kg of braked trailer but with its 5850kg GCM (or how much it can legally carry and tow at the same time) that would require a substantial 700kg reduction in payload to only 200kg, which could be used up by a driver and passenger alone.
Alternatively, you could lower the trailer weight limit by the same 700kg to 2800kg (which is still a sizeable trailer) and retain the SR5’s maximum payload. We reckon most owners would do this anyway, given few (if any) would need to tow 3500kg.
The load tub is 1570mm long, 1645mm wide and 495mm deep with 1105mm between the wheel housings. Therefore, it can’t carry a standard Aussie pallet but will take a Euro-sized one. There are four load-anchorage points and we welcome the new lower/raise assistance for the hefty tailgate.
Cabin storage includes a large-bottle holder and bin in each front door, plus pop-out cupholders on either side of the dash, upper and lower glove boxes (with the upper having access to air-con) and an overhead glasses holder.
The latest centre console layout has a wireless phone-charging pad and vertical phone-storage slot, small-bottle/cupholder, a bin for small items and a box with padded lid that doubles as an elbow rest.
Rear passengers get a bottle-holder and bin in each door, pockets on each front seat backrest and a fold-down centre armrest with two more cupholders.
Only the narrower driver’s side of the 60/40-split rear seat base-cushion can swing up and be stored vertically as the passenger-side is now fixed, given the V-Active’s 48V battery resides beneath it and is ventilated by a louvered air intake in the passenger footwell.
Price and features
Fiat Ducato
Our white test vehicle is the MWB MR, which translates to Medium Wheel Base Mid-Roof. It’s one of four Ducato van configurations featuring medium, long and extra-long wheelbases and two roof heights.
They’re all powered by a new 2.3 litre turbo-diesel engine, with a list price of $48,300 for the MWB MR with standard six-speed manual or $51,190 with the optional new nine-speed torque converter automatic like our test vehicle. It also has an extra side-sliding door that adds another $1190.
A few of the standard features include 16-inch steel wheels with heavy-duty 215/75 R16C tyres and a full-size spare (16-inch alloys optional), infotainment system with 5.0-inch touchscreen, USB/AUX connectivity and steering wheel controls, power-adjustable and heated exterior mirror, dual passenger seat with three-point central seatbelt, single cargo bay side-sliding door, twin rear barn-doors with 270-degree opening, reversing camera/rear parking sensors plus an upgraded safety suite headlined by AEB.
There’s also a wide choice of colours and other options including the Comfort and Tech Pack which for an additional $2190 brings a larger 7.0-inch infotainment touchscreen with DAB digital radio, Apple CarPlay/Android Auto, plus sat-nav, LED daytime running lights, automatic climate control and tyre pressure monitoring.
For the same price you can also get a Safety Plus Pack comprising rain/dusk sensor, auto high beam, traffic sign recognition, blind-spot monitoring and rear cross-traffic alert, fog lights, traction control and all-season tyres.
Toyota HiLux
The new electrically-assisted drivetrain is available only in SR/SR5 4x4 dual cabs and the Rogue, paired with the HiLux’s ubiquitous 2.8-litre four-cylinder turbo-diesel and six-speed automatic.
Our SR5 V-Active 48V test vehicle has a list price of $63,260. It’s also equipped with the optional premium interior package, which for an additional $2500 adds black leather-accented seats and door trims, heated front seats and an eight-way power-adjustable driver’s seat. Its eye-catching 'Nebula Blue' premium paint option adds another $675.
Latest MY24 updates feature a redesigned front fascia with black ‘honeycomb’ grille, plus wireless phone charging, two USB-C ports in the centre console for rear seat passengers to use and a tailgate equipped with gas-struts to ease opening/closing effort.
Otherwise, it’s the same SR5 with which we’ve grown very familiar. Standard equipment includes 18-inch alloys and 265/60R18 tyres with a full-size alloy spare, along with LED lighting, side-steps, sports bar, privacy glass and more, even though Toyota still won’t throw in a tub-liner.
Inside is remote keyless entry/start, dual-zone climate, an air-conditioned cooler box, multiple USB ports/12-volt sockets and a 220-volt outlet, premium-grade steering wheel and shifter-knob, driver’s 4.2-inch colour multi-info display, a 360-degree camera view and more.
The 8.0-inch touchscreen for the multimedia system, including six-speaker audio, appears to shrink as each year passes, but is easy to use and offers multiple connectivity including Apple CarPlay/Android Auto and digital radio. It also projects imagery for the various camera views.
Under the bonnet
Fiat Ducato
The all-new drivetrain features Fiat’s latest 2.3 litre four-cylinder turbo-diesel with Multi-Jet 2 electronically-controlled common rail direct injection, variable-vane turbocharging, intercooler and Euro 6-emissions compliance using AdBlue. It produces 130kW at 3500rpm and (in automatic models) 450Nm of torque which peaks at 1500rpm. In case you’re wondering, the red ‘180’ body badges denote European metric horsepower.
The new ZF nine-speed torque converter automatic is a sweet-shifting transmission which Fiat claims is designed to optimise the engine’s torque delivery and fuel economy. It has a sequential manual-shift function if required, which could be useful if hauling big payloads in hilly terrain, but works most efficiently when left alone.
Toyota HiLux
The venerable (1GD-FTV) 2.8 litre four-cylinder turbo-diesel with V-Active produces the same 150kW and 500Nm as the standard engine, driving through a six-speed torque converter automatic.
However, Toyota claims fuel economy gains of up to 9.5 per cent when this drivetrain is combined with the new hybrid technology, which comprises a 48-volt electric motor-generator, 48-volt lithium-ion battery and idle-stop system.
The turbo-diesel engine uses a silent-belt to drive the motor-generator, which charges the battery under the rear seat. This battery, which Toyota claims weighs less than eight kilograms with 4.3Ah capacity, also supplies electricity to the vehicle’s 12-volt system through a DC/DC converter.
This system can send up to 8.4kW of power and 65Nm of torque through the motor-generator to assist the engine. Toyota claims this delivers smoother and quieter yet more responsive performance and reduces engine load under acceleration. It also results in a small reduction in idle speed from 720rpm to 600rpm.
Deceleration and braking energy are also recovered, converted into electricity and stored in the 48V battery for later use. Toyota claims “hydraulic braking combined with regenerative braking creates a more effective and natural deceleration feel and supports downhill manoeuvring.”
The idle-stop system does not use the starter motor like conventional set-ups. Instead, the electric motor-generator, which is permanently connected to the engine via its belt-drive, delivers this function with greater smoothness and quietness.
Idle-stop duration can also be extended by the driver and, when restarting the engine on inclines, the idle-stop system retains brake pressure until enough drive force is generated to ensure smooth acceleration.
In another first for HiLux, its part-time, dual-range 4x4 system (with switchable rear diff-lock) in V-Active variants is paired with 'Multi-Terrain Select' to enhance off-road ability.
The driver can switch between six traction control settings tailored to suit a variety of terrain including 'Auto', 'Sand' and 'Mud' (high- and low-range), 'Deep Snow' and 'Dirt' (high-range) and Rock (low-range).
Efficiency
Fiat Ducato
Fiat does not publish a combined average consumption figure for the Ducato, but the dash display was claiming 10.2L/100km at the end of our test, which covered almost 300km of which more than a third was with a heavy payload. We also had the auto stop-start function switched off. That consumption figure was very close to our own, calculated from fuel bowser and tripmeter readings, of 10.6L. So, based on our numbers you could expect a real-world driving range of around 850km from its 90-litre tank.
Toyota HiLux
We completed a total distance of 580km, which comprised a mix of city and suburban driving with an empty load tub and up to four adults on board, plus some freeway/highway running with a near-maximum payload.
When we stopped to refuel at the end of our test, the dash display was claiming average combined consumption of 9.5L/100km, which was lineball with our own 9.4 figure calculated from fuel bowser and tripmeter readings.
Both are higher than Toyota’s official 7.2L/100km figure but within the usual 2.0-3.0L/100km discrepancy between OEM ratings and real-world figures.
Interestingly, the last time we tested a 4x4 SR5 auto dual cab ute (without V-Active) in 2023, using similar routes and payloads, we achieved 9.6L/100km. So, the V-Active’s drop in consumption was only about 2.0 per cent, compared to Toyota’s claim of up to 9.5 per cent.
So, based on our real-world figure, you could expect a useful driving range of around 870km from its 80-litre tank.
Driving
Fiat Ducato
There’s a commanding view for the driver thanks to a panoramic windscreen and clear eye-lines to the truck-sized door mirrors. There’s also reasonable but cluttered vision through the central rear-view mirror, which is partly obscured by the centre seat’s headrest.
The cabin bulkhead is effective in all but eliminating cargo bay noise and engine/wind noise volume is commendably low even on the highway. The highest audible intrusion at those speeds comes from the front tyres, which is acceptable on smooth bitumen surfaces but increases on coarser grades.
Its leather-rimmed steering wheel is nice to use and thanks to the driver’s door moulding and fold-down in-board armrest, there’s evenly balanced elbow support to relieve strain on the neck and shoulders.
The engine and nine-speed auto transmission are well matched, providing energetic performance when prodded and crisp, decisive shifting. Long-legged highway gearing allows 100km/h at 1500rpm (which is also bang on maximum torque) and less than 1700rpm at 110km/h. Ride quality when empty or lightly loaded can get bouncy on bumpy roads, which is not unexpected from suspension with a two-tonne-plus payload capacity.
Our main criticism is insufficient rake adjustment in the driver’s seat base cushion. There’s not enough angle available to stop the driver sliding forwards, requiring constant repositioning that becomes tiring after a while. More rake in the base cushion, combined with a decent-sized left footrest, would solve this issue.
Also annoying is the audible lane-departure warning, which is too loud and sounds like you’re being zapped by a ray-gun in an old sci-fi movie if you step out of line. A less confronting warning would be welcome.
Toyota HiLux
If you’re expecting a tangible difference in performance with the V-Active system, you’ll probably be disappointed. Fact is, after almost 600km of testing, on a variety of roads with a variety of loads, we could not detect any noticeable gain in acceleration, braking or smoothness compared to a standard SR5.
That’s not to say the V-Active system is not delivering up to 8.4kW of power and 65Nm of torque, as Toyota claims. It’s just that these gains are modest and delivered so discreetly that they are undetectable in real-world driving.
This was perhaps best demonstrated when we loaded 650kg into the load tub, which when combined with our two-man crew was a total payload of 830kg. That was only 70kg shy of the payload limit.
It made light work of our 13 per cent gradient 2.0km set climb at 60km/h by self-shifting down to fourth gear at 2250rpm, where it tapped maximum torque to easily haul this payload to the summit.
However, in our previous test of a standard SR5, on the same incline with 100kg more payload, the gear selection and engine rpm were the same as the V-Active. The same applied to engine-braking on the way down.
Safety
Fiat Ducato
There’s no ANCAP ratings for this GVM division and above, but the latest Ducato is equipped with AEB, forward collision alert, lane departure warning, rear parking sensors, reversing camera plus driver and dual-passenger airbags as standard. Buyers can also option the Safety Plus Pack mentioned earlier.
Toyota HiLux
The HiLux achieved a maximum five-star ANCAP rating in 2019, so its six-year validity will expire next year. Even so, there are seven airbags plus AEB with pedestrian and daytime cyclist detection, blind-spot monitoring, rear cross-traffic alert, lane keeping, active cruise control, speed-sign recognition, panoramic view/reversing camera and more.
The rear seat offers ISOFIX child-seat mounts on the two outer seating positions plus top-tether restraints on all three seating positions.
Ownership
Fiat Ducato
Three years/200,000km warranty looks undercooked compared to the five years/unlimited km offered by some rivals. Scheduled servicing, though, is excellent for hard-working vans at 48,000km/12 months whichever occurs first. Five years of Fiat Professional servicing, based on a total distance of 240,000km, equals $6756.99 or an average of $1351.40 per year.
Toyota HiLux
Toyota covers the HiLux with a five-year/unlimited km warranty which is par for the course in the mainstream market.
Service intervals are relatively short at six months/10,000km whichever occurs first. Capped-price servicing for the first five years/100,000km totals $3889 or an average of $779 per year.