Ford Ranger vs Toyota HiLux

What's the difference?

If the aim of our test vehicle is to provide a premium Ranger with greater off-road ability but without the Raptor's smaller payload and tow ratings, the Wildtrak X is bang on target. This versatile machine has plenty of appeal for tradies and adventurers alike.

Given the current HiLux generation is in its eighth year in local showrooms, it's becoming harder for Toyota to create a new flagship that looks and feels like one, regardless of how large its wheel-arch extensions may be or how many GR Sport logos it displays. 

Although 'inspired' by off-road racing, the GR Sport falls short of being a genuine Raptor rival, as Toyota has predictably drawn a line in the sand in terms of how far it's prepared to go with in-ya-face modifications without sacrificing the HiLux's core load-hauling capabilities.
 
But the GR Sport is also much more affordable than a Raptor, so it's more a Wildtrak X rival. And in that sub-flagship context, it's likely to have considerable appeal for those wanting a HiLux that combines Dakar-winning looks with solid workhorse practicality.

The X certainly looks like a top-shelf offering but its appeal is more than visual, as evidenced by a bespoke suspension and wheel/tyre package that results in a 30mm increase in track width for a wider stance and a 26mm increase in ground clearance that enhances off-road approach, ramp-over and departure angles.

This suspension set-up includes Bilstein position-sensitive monotube dampers with nitrogen-charged external reservoirs that minimise heat-related fade and optimise ride comfort and handling response for on and off-road driving.

Like the exterior, the Wildtrak X's spacious and plush interior has fine attention to detail. There's leather-accented seats with 'Miko' suede, body-coloured piping and embroidered Wildtrak X logos, plus 'Terra' suede and body-coloured stitching throughout the cabin.

There's also adequate room for tall people like me (186cm) in the rear seat, with kneeroom that's enhanced by front seat backrests that are concave in shape to optimise space.

Rear seat passengers also have access to heating/cooling vents plus two USB ports in the rear of the centre console.

The GR Sport shares the Rogue's 15mm increase in ride height and significant increases in track width over the standard HiLux, with the front wheels being 135mm further apart while the rears have an extra 155mm between them.

However, the GR Sport is equipped with unique KYB monotube shock absorbers tuned specifically for this application and the rear anti-sway bar has also been removed to provide increased suspension travel in the rough stuff.

The GR Sport also brings enhanced braking performance with ventilated 338mm front and 312mm solid rear disc brakes, complete with red-painted calipers displaying GR logos.

Our only criticism of this suspension package is that the 265/65 tyres look too small, given the increased ride height and elaborate wheel-arch extensions designed to house them.

However, like all HiLux dual cabs, the rear seating is notoriously tight for tall people like me (186cm) because with the driver's seat in my position, my knees are pressed firmly into its backrest and my head is rubbing on the roof lining.

It's even tighter in the slightly higher centre rear seat, particularly with adults either side.

With its hefty 2432kg kerb weight, the Wildtrak X is 103kg heavier than a standard Wildtrak, resulting in a 70kg increase in GVM to 3350kg and a small 33kg reduction in payload rating to 918kg.

It maintains the standard Wildtrak's benchmark 3500kg braked tow rating and 6350kg GCM (how much it can legally carry and tow at the same time).

However, to tow that weight without exceeding the GCM would require a sizeable 500kg (half a tonne) reduction in payload to 418kg.

Not that many (if any) X owners would need to tow 3500kg, but that peak rating provides a useful safety margin when towing lighter trailers.

The load tub comes standard with a protective drop-in bedliner, powered roller-shutter, lift-assisted tailgate and 12-volt accessory outlet.

Loads can be secured using either slide-adjustable anchorages mounted high on the tub's sidewalls, or six fixed points closer to the floor.

The only negative with the roller-shutter is that when fully retracted it eats into the load tub's length. Even so, with 1217mm between the wheel arches, the load tub can accommodate a standard Aussie or Euro pallet.

There's also a clever roof-rack system reminiscent of a Swiss army knife. Each roof rail contains a pivoting 'blade' which can swing 90 degrees across the roof to lock into place in the opposing rail. This creates an instant roof-rack which can be neatly tucked away again when not required.

To carry longer items, another load-rack behind the rear window can easily slide rearwards on rails and be locked into place in a choice of five positions along the load tub.

This rack also houses a hidden support beam which can be raised and locked in a vertical position. Very clever.

In terms of cabin storage, there are large and small bottle holders (which aren't as good as the first-gen design) and a bin in each front door, an overhead glasses holder, pop-out cupholders on each side of the dash under the air vents and upper and lower glove boxes with an open storage shelf between them on the passenger side.

The centre console has a cordless phone charging pad and two USB ports at the front, two small bottle/cupholders in the centre and a padded lid on a box at the rear which doubles as an elbow rest when driving.

Rear seat passengers get small and large bottle holders and a bin in each door, pockets on each front seat backrest and a fold-down centre armrest with two small bottle/cupholders.

Its bench seat base can also swing up and be stored vertically if more internal storage is needed.

The GR Sport is not only the most expensive HiLux; its 2270kg kerb weight also makes it the heaviest model in the fleet.

It shares the Rogue's 3050kg GVM and 780kg payload ratings, with the latter being 160kg less than a 'narrow-track' SR5 equivalent.

The GR Sport is also rated to tow up to 3500kg of braked trailer but with its 5850kg GCM rating (or how much it can legally carry and tow at the same time) that leaves a payload limit of only 80kg. And that would only allow for a driver - and not a large one at that.

Fact is, not many (if any) GR Sport owners would need to tow 3.5 tonnes, but it's important to be mindful of these figures if you do.

The unlined load tub is 1570mm long, 1645mm wide and 495mm deep, so the thickness of the GR Sport's drop-in composite liner slightly reduces each of these dimensions.

With 1105mm between the wheel housings, it can't fit a standard 1165mm-square Aussie pallet, but will take a Euro. There are four load-anchorage points and the hefty tailgate has no lower/raise assistance.

Cabin storage starts with a large bottle holder and narrow bin in each front door, plus an overhead glasses holder, upper and lower glove boxes (with the upper having access to air-con) and pop-out cupholders on either side of the dash.

The centre console offers open storage up front, two small bottle/cupholders in the centre and a small lidded box at the back, with a padded and contoured 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.

The 60/40-split seat bases can swing up and be stored vertically if more internal cargo space if required. This also reveals two handy underfloor storage compartments.

Our 'Feverish Red' GR Sport test vehicle is available only with a unique 165kW/550Nm performance-enhanced version of the ubiquitous '1GD-FTV' 2.8-litre turbo-diesel engine and 'AC60F' six-speed torque converter automatic, for a list price of $73,990.

That's $3230 more than the Rogue from which it's derived, making the GR Sport the most expensive offering in the HiLux range. Our example also features the two-tone premium paint option (black roof) which adds another $1000.

The X's 2.0-litre four-cylinder twin-turbo diesel is the first Ranger engine variant to meet Euro 6 emissions standards for light duty trucks, which requires the use of AdBlue.

In this specification it produces 150kW at 3750rpm and 500Nm of torque between 1750-2000rpm.

It's paired with Ford's smooth-shifting 10-speed torque converter automatic. And for the first time, drivers can switch between conventional dual-range, part-time 4x4 or Ford's full-time all-wheel drive mode which was previously exclusive to V6 Rangers.

Other new drivetrain features, to optimise performance in challenging off-road terrain, include 'Trail Turn Assist' which like a farm tractor applies braking to the inside rear wheel when turning to reduce the turning radius by up to 25 per cent.

And the Raptor's 'Trail Control' also gets a run here, which is effectively a low-speed cruise control setting for crawling over difficult terrain.

It also has seven drive modes comprising 'Normal', 'Eco', 'Tow/Haul', 'Slippery', 'Mud/Ruts', 'Sand' and 'Rock Crawl' plus a rear differential lock.

There's still some fight left in Toyota's Euro 5-compliant 2.8-litre four-cylinder turbo-diesel, given Toyota engineers have squeezed an extra 15kW and 50Nm from it via ECU tweaks to turbocharger and fuel injection calibrations.

This 10 per cent increase in power and torque makes the GR Sport the most powerful diesel HiLux ever, with 165kW at 3000rpm and a sizeable 550Nm available between 1600-2800rpm.

Ford claims official combined consumption of 8.7L/100km but the dash display was showing 10.0 at the completion of our 348km test, of which about one third was hauling a heavy payload. We also had the engine's auto start/stop switched off.

This compared with our own figure, based on fuel bowser and tripmeter readings, which was higher again at 11.2 and typical of the 2.0-3.0L/100km discrepancies we often find between official figures and our own based on ‘real world' driving.

So, based on our numbers, you could expect a realistic driving range of around 700km from its big 80-litre tank.

Toyota claims average combined cycle consumption of 8.1L/100km. At the completion of our 317km test, which was a mix of city, suburban and highway driving including our GVM test, our figure based on fuel bowser and tripmeter readings came in at 10.1L/100km.

That's within the usual 2.0-3.0L/100km discrepancy between official figures and real-world numbers and not bad for a high-riding ute weighing more than 2.2 tonnes in mostly urban use.

So, based on our figures, the GR Sport should have a realistic driving range nudging 800km from its 80-litre tank.

There are large handles on the A pillars, which along with side-steps assist climbing aboard.

The driver's seat is comfortable and supportive with generous powered adjustments and grippy suede to help hold you in place. The leather-rimmed steering wheel also has two-way adjustment, plus there's a big left footrest.

Steering feel is arguably the best in the business and the four-wheel discs provide strong retardation.

The suspension tuning feels quite firm when driven unladen, but retains enough suppleness to provide an acceptable ride quality.

With its wider track and higher kerb weight, it corners with confidence and feels well planted on the road despite its slightly taller ride height.

Although on paper the engine's 500Nm peaks in a narrow band around 2000rpm, it delivers excellent response and pulling power well below that figure, so you don't really feel the vehicle's extra bulk.

It gets away smartly from standing starts and the automatic, which shifts almost seamlessly between its 10 gears, is calibrated to get best out of this engine.

It's also a low-stressed highway cruiser, with the engine only requiring about 1700rpm to maintain 110km/h. Tyre, engine and wind noise are pleasantly low at these speeds, which minimises fatigue on long highway hauls.

To test its GVM rating we loaded 650kg into the load tub, which combined with driver equalled a total payload of 750kg. That's less than 180kg under its legal limit.

The rear leaf-springs compressed about 40mm under this weight. Fortunately, in this second-gen Ranger, Ford has replaced the previous hard bump-stop rubbers with longer and fatter cone-shaped jounce bumpers.

These progressively engage with the springs earlier in compression, to provide a second stage of load support and eliminate the hard thumps that come from traditional bump-stops at full suspension travel.

As a result, with this payload the Ranger produced a noticeably smooth ride, as it floated over large bumps and dips.

It also scoffed at our 13 per cent gradient, 2.0km long set climb at 60km/h, quickly shifting down to fifth and with its ample torque and minimal throttle easily hauled this load to the summit.

Engine-braking on the way down, in a manually-selected second gear, was not as strong, which in our experience is typical of small displacement diesels on overrun trying to restrain big payloads on steep descents.

Even so, the disc brakes were more than capable of keeping speeds below the posted 60km/h limit when asked.

The rock-rail steps and handles on the A pillars ease climbing aboard. Although drivers of most widths and lengths can find a comfortable position, a bit more extension for the steering wheel's reach adjustment would be welcome as arms can feel too outstretched for some body types.

On the road the GR Sport feels like a more responsive version of the Rogue, with a well-planted wide-track feel and slightly firmer ride combined with the livelier response of the engine's higher outputs and the transmission's sharper shifting, particularly when using the paddles.

The differences are noticeable, but not substantial. The acceleration from standing starts feels about on par with the Ranger's 2.0-litre Bi-Turbo four.

Its 550Nm of torque made light work of our 13 per cent-gradient, 2.0km-long set-climb at 60km/h, self-shifting down to third gear and 2500rpm to effortlessly pull this load to the summit with minimal accelerator pedal. Load-hauling ability has always been a HiLux strength.

Engine-braking on the way down, in a manually-selected second gear, was not as strong but consistent with similar tests conducted with this engine.

The HiLux boasts a maximum five-star ANCAP rating achieved in 2019. It has seven airbags plus AEB with pedestrian and daytime cyclist detection, lane departure alert, active cruise control, road speed-sign assist, downhill assist, blind-spot monitoring, rear cross-traffic alert, 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.

Warranty is five years/unlimited km. Scheduled servicing is every 12 months/15,000km whichever occurs first.

Capped-price servicing for the first five scheduled services totals $2490 or an average of $498 per service.

Toyota covers the HiLux with a five-year/unlimited km warranty which is extended to seven years on engine and driveline.

Scheduled servicing remains conspicuously short at six months/10,000km, whichever occurs first.

Capped-price service pricing of $290 for each of the first six scheduled services works out at $580 per year.