2025 Toyota HiLux SR V-Active Review
Overview
With the planet-saving New Vehicle Efficiency Standard (NVES) imminent, Toyota has moved on many fronts to ensure its vehicles comply – and avoid big penalties that would otherwise be passed onto customers.
As part of its emissions reduction program, the Big T has released a mild hybrid 48-volt electrically assisted powertrain called V-Active.
The technology is fitted to its regular 2.8-litre turbocharged four-cylinder diesel engine with six-speed automatic transmission as found in other HiLux grades – and now the new LandCruiser Prado.
The HiLux was the first to receive the high-mounted, belt-driven motor/generator with Toyota making it available across most of the 4x4 range, including the entry-level SR pick-up tested here, priced from $56,210 plus on-road costs.
Apart from the high-performance GR Sport variant, it is the only HiLux 4x4 dual-cab model still available with a standard turbo-diesel engine as an alternative. The remainer of the range is now all 48-volt assisted.
The 8.4kW/65Nm MHEV system, comprising a motor/generator, 48-volt under-seat lithium-ion battery (rated at 4.3Ah) and DC/DC converter, is not claimed to boost power or torque, but is said to reduce emissions and contribute to improved throttle response, acceleration, and driveability.
Output figures remain the same as the regular diesel at 150kW and 500Nm.
V-Active operates via a high-strength rib-side fabric belt with a two-arm belt tensioner to ensure reliability with improved slip resistance in wet conditions.
Toyota says the system has enabled the fitment of recuperative braking and idle-stop technology that helps to ensure engine restarts are done quickly, quietly, and with minimal vibration.
The system also contributes to a claimed 10 per cent fuel economy improvement from 7.9 litres per 100km to 7.4L/100km on the grade tested.
Two idle-stop settings are available: Normal and Long, with the latter mode keeping the engine switched off for longer than would be typical in a regular internal-combustion powertrain.
Restarting the engine on inclines is aided with the system retaining brake pressure until enough drive force is generated to provide “effortless” acceleration.
The V-Active system provides “improved performance with energy stored in the battery used to provide additional powertrain output when accelerating and helping to reduce the load on the engine in areas of the rev range with lesser efficiency,” says Toyota.
“During deceleration, energy is recovered by the motor/generator which is fed back into the battery, combining with the engine braking to provide natural deceleration characteristics.”
V-Active also enables a lower engine idling speed that is reduced from 720rpm to 600rpm – and provides seamless and quiet restarting when using the idle-stop system in traffic congestion.
The premium for V-Active tech falls between $600 and $1600 (depending on variant), the system bringing with it Toyota’s Multi-Terrain Select off-road system offering Dirt, Sand, Mud, Deep Snow and Auto in high range, Sand, Mud, Auto and Rock in low-range for enhanced capability in low traction conditions.
Far from being a bare-bones hose-out tradie truck, the Hilux SR 4x4 dual-cab has been upgraded with a raft of desirable features adding to the value equation.
It scores dual-zone climate control, auto up/down windows, keyless entry and ignition, new front-end visuals – including a chunkier bumper and honeycomb mesh grille – a tailgate damper with lift assist, front and rear parking sensors, and black alloy wheels.
Driving Impressions
We can’t see why you’d pay tens of thousands more for the higher-grade versions of this truck. Simply, the SR has everything you need, goes practically anywhere, looks good, and is easy to live with.
You might miss out on leather upholstery, a brand-name audio system, and body hardware frills, but the SR is all that’s needed in a one-tonne dual-cab fourbie ute for Aussie driving.
We had been expecting steel wheels, a two-speaker stereo, single zone air-con, vinyl floors and blanked-out dash switch holes. But that’s really not the case.
Everyone asks whether the V-Active powertrain can be felt, and the answer is yes, subtly. It returns more responsive acceleration and general driveability, but we are talking incremental gains here, nothing that smacks you in the face.
The 1GD-series engine already had good get-up-and-go and decent fuel economy, so the V-Active is of slight benefit when you boil it all down.
Indeed, we returned a figure close to the 7.4-litre claim, which is far better than the current generation Fortuner we have in our own garage – and my colleague’s pre-MHEV (MY23) HiLux Rogue.
We hooked up a car trailer to the HiLux SR V-Active, which usually sorts the wheat from the chaff, and again found the model uses less fuel than expected and comparably less than the non-48-volt-assisted alternative.
Over a long ownership period, this translates into lower running costs, apart from being kinder to the planet.
The SR delivers a relatively comfortable ride accompanied by some jiggling unladen on rough roads that smooths out with a small load in the back. It isn’t a sports truck by any stretch but acquits itself dynamically with competence and confidence.
The tyres generate minimal hum, offer decent grip in the wet, and don’t complain when pushed hard in the dry.
Steering inputs are relatively small given it is a ute and the turning circle is acceptable. We couldn’t fault the brakes either, even when towing, as the ABS has a high threshold and the wide section tyres resist slipping.
Some annoying ADAS functions are creeping into the Toyota HiLux range which we turned off at each start up. It’s a trend we’re seeing much more of, and one we’re thankful is quite limited in this application.
The HMI is pretty good overall, albeit a little bit dated when compared with the leading segment rival.
We have driven plenty of examples of this gen’ HiLux and this one is right up there. It’s $18K less than the top-of-the-range GR Sport but is certainly not 18 grand less truck.
