Toyota Hilux TRD pack 2018 review

TRD stands for Toyota Racing Development, the in-house competition department with a rich history of global motor sport programs and development of high-performance parts spanning decades. Linking that competition heritage with - of all things - a high-riding 4x4 ute for the second time (the first was about a decade ago) could be seen as another cynical marketing exercise; even more so given that the changes this time are purely cosmetic. rather than racy.

The TRD Accessory Pack is available only on the top-of-the-line Hilux SR5+, with its leather-accented interior trim and power-adjustable driver’s seat. The TRD 'special' is available in a choice of white ($58,990) or black ($59,540) with six-speed manual, or an extra $2000 if you opt for the six-speed automatic.

The TRD package consists of 15 new components.

Our test vehicle was black with auto, which, at $61,540 is the most expensive Hilux in the range. It’s also more than Holden’s top-shelf Colorado Z71 auto ($57,190), about line-ball with the Ranger Wildtrak auto ($61,790) and substantially less than VW’s Amarok V6 Ultimate ($67,990).

The TRD package consists of 15 new components. Seven are from TRD, including a luminous red front skid plate, bespoke grille, lower bumper cover, wheel arch flares, mudflaps, floor mats and gear-knob (autos only). The rest of the kit includes matt black 18-inch alloy wheels with 265/60R18 highway tyres, black sports bar, black body side and bonnet mouldings, towing kit, cargo bed liner, soft tonneau cover and taillight covers.

The 18-inch matt black wheels are included in the package.

The SR5’s 1GD-FTV engine is a 2.8-litre, four-cylinder, common-rail diesel featuring the latest intercooled variable vane turbocharger technology. With increased efficiency and durability margins, along with substantial NVH gains over previous offerings, this impressively quiet and refined engine produces 130kW at 3400rpm and 450Nm at 1600-2400rpm.

The SR5's 2.8-litre diesel produces 130kW/450Nm.

The intelligent, electronically controlled AC60 six-speed torque converter automatic is nicely tailored for this application, with numerous dynamic features to maximise the engine’s performance, including ‘Eco’ and ‘Power’ modes, manual sequential-shifting and over-driven fifth and sixth ratios for economical highway cruising. 

The dual-range, part-time 4x4 transmission features a low 36.1:1 crawl ratio and rear diff lock. There’s also a well-calibrated traction control system, which self-cancels when the diff lock is engaged, plus downhill assist control (auto only).

If there’s one word that describes the Hilux it would have to be ‘refinement’. It’s more than good; it’s outstanding, and the equal of any competitor, including the benchmark VW Amarok. Full marks to Toyota for achieving the kind of build integrity and steel-block solidity that provides such a solid and reassuring feel behind the wheel.

Acceleration, however, can best be described as adequate. The heavy-duty suspension package, tailored for merciless cross-country use, provides acceptable ride quality on sealed roads when empty or lightly loaded, with the usual kick in the back from the leaf-sprung rear over bigger bumps.

Where the Hilux really shines is under heavy loads, particularly when it comes to ride quality. With 800kg in the load bed and a 100kg driver, we were only 20kg under the 920kg maximum rating. The nose rose 15mm and the big rear leaf springs compressed only 55mm, which was nowhere near the bump rubbers, given the generous 570mm of rear wheel travel.

The HiLux really shines under load.

This heavy-duty suspension package, combined with the engine’s ample 450Nm of torque and the six-speed auto’s useful spread of ratios, made light work of lugging maximum payload up our 2.0km 13 per cent gradient set climb. The auto quickly self-shifted its way down to third gear before pulling like a train at 2400rpm and 60km/h all the way to the top, with minimal throttle angle. 

Engine braking on the way down, in a manually selected second gear, wasn’t so strong as it struggled to restrain the payload with engine braking alone. Regular brake applications were required to stop the engine spinning freely towards its 4400rpm redline on over-run. 

On the highway with the cruise control engaged, the Hilux proved a competent and pleasant cruiser thanks to a comfortable driving position and impressive quietness. Low engine, tyre and wind noise allowed conversations without raised voices. The gearing was excellent in this role, with the tacho showing only 1500rpm at 100km/h and 1700rpm at 110km/h. The six-speed auto seamlessly downshifted on hills to fifth (2200rpm) and sometimes fourth (3000rpm) to maintain the set speed without fuss.

We didn’t venture too far off road during this test, because we have previously tested an SR5 in the toughest conditions at the Melbourne 4x4 Training and Proving Ground, in which it excelled.

Three-year/100,000km warranty. Service intervals six months/10,000km. Capped price of $240 for each of the first six services for three years or 60,000km, whichever comes first.