Road test: Toyota HiLux Rogue 48V, how does it compare to the non 48V version?

What is it:

The luxury flagship of the Toyota HiLux range now has 48V technology – just don’t call it a hybrid.

Unlike Toyota’s proper hybrid models, the Toyota HiLux Rogue 48V can’t be driven on electric power alone.

Instead, the 48V technology is an advanced stop-start system.

This means the vehicle can sit idle in traffic with the air-conditioning on but with the diesel engine off.

As with other stop-start systems, as soon as the driver releases the brake pedal, the engine immediately fires up ready to go.

In addition to the 48V system, the 2024 Toyota HiLux Rogue comes with a wireless smartphone charging pad and phone pocket, two USB-C charge ports for rear passengers, a damper and spring on the tailgate to make it easier to lower and lift, and a new drive-mode switch.

Other Rogue upgrades carry over from before: a carpet-lined and illuminated cargo area, motorised roller shutter cover, heated leather seats, JBL audio, four-wheel disc brakes, re-engineered suspension, and a wider wheel track.

Price:

The RRP is $71,530 plus on-road costs, which translates to $77,500 drive-away in NSW on Toyota’s website. Registration and stamp duty fees vary in each state so check drive-away prices for your postcode on Toyota’s website.

Engine:

The familiar 2.8-litre four-cylinder turbo diesel engine has the same output as before (150kW/500Nm), but now has the backing of the 48V mild-hybrid system.

While Toyota’s hybrid system – available on the Toyota Corolla, RAV4, Camry and Kluger, among other models in the line-up – can move the vehicle from rest on electric power alone, before the petrol motors takes over at about 40km/h, the updated Toyota HiLux system is not able to perform the same feat.

Instead, Toyota’s 48V “V-Active” technology (as the company describes it) adds a motor generator, 48-volt battery and DC/DC converter to the 2.8-litre turbo-diesel four-cylinder engine on models with a six-speed automatic transmission.

“V-Active” is Toyota-speak for stop-start technology in the HiLux.

Toyota estimates V-Active technology trims fuel consumption “by up to approximately 10 per cent” compared to the same engine without the system.

Toyota says: “The 48-volt system makes the stop-start system … smooth and seamless, with a significant reduction in vibrations when restarting the engine compared to an engine not fitted with V-Active technology.”

Transmission:

Six-speed automatic, two-wheel-drive or selectable four-wheel-drive with low- and high-range.

0 to 100km/h (as tested):

Earlier this year the Toyota HiLux Rogue 2.8-litre turbo diesel non 48V version did the 0 to 100km/h dash in 10.8 seconds in our testing, which is average for four-cylinder diesel double cab utes.

We just tested the 48V version and recorded repeatable 0 to 100kmh times of 10.2 seconds. We suspect cooler testing conditions and (possibly) a retuned transmission shift calibration could explain the improvement.

Emergency braking from 100km/h (as tested):

Earlier this year a Toyota HiLux Rogue on well worn 265/60/18 Dunlop GrandTrek PT22 AT tyres pulled up in 42.4m (average is 42 to 44 metres for double-cab utes).

But this fresh example (with 48V technology) without warped discs and worn tyres pulled up in 41.7 metres, which is at the pointy end of the braking average for this type of vehicle.

Good points:

As we’ve noted in our previous review, with the wider-track Rogue, the Toyota HiLux has gone to finishing school.

It has a luxury feel compared to the SR5 and the previous narrow-track Rogue.

The updated Rogue’s wider stance and retuned suspension have improved comfort and road-holding – while improving the HiLux’s already impressive off-road clearance and articulation.

The motorised roller shutter is super convenient (though must be operated by pressing discreet buttons on each side of the vehicle near the tailgate, rather than via the remote as per the Ford Ranger Wildtrak).

The carpet lining in the ute tub helps stop cargo sliding around. 

The JBL premium audio is decent. All cabin controls are well placed and easy to use.

Comfortable, roomy cabin.

Best resale value in the business.

The spring and damper in the tailgate make light work of opening and closing it.

And using the same 130km test loop as our test for the non-48V Toyota HiLux Rogue we did notice an improvement in fuel economy with the new 48V version.

The non-48V Toyota HiLux Rogue used 10 to 10.5L/100km on our loop versus a fuel consumption average of 8.5L/100km on the new, 48V version.

This consumption brings the 48V Rogue closer to the average for diesel double-cabs (which is 8.0L/100km on our test loop).

Bad points:

The infotainment screen and instrument cluster displays are low-resolution and smaller than those on newer rivals.

They really are starting to look dated these days.

Six-month / 10,000km service intervals are more frequent than the industry average which is 12 months / 15,000km (whichever comes first).

What the haters say:

The current generation Toyota HiLux is starting to show its age and is now one of the oldest utes in the segment. 

What the haters don’t understand:

Toyota invested heavily in upgrades to the Toyota HiLux Rogue (and the related GR Sport) with a wider track, four-wheel discs brakes, and moving the rear shock absorbers outboard of the chassis rails – to keep pace with the competition in the lead-up to the all-new HiLux due in 2025.

Translation: the changes to the Rogue go way beyond wider fender flares.

Toyota engineers have clearly used the opportunity to put a spanner on the suspension and deliver a better blend of comfort and off-road ability.

Should you buy one?

Absolutely. The Toyota HiLux Rogue genuinely is a ute that can double as a family car.

The GR Sport is also a good option, but the Rogue has more features for slightly less money.

Also consider:

Ford Ranger Wildtrak, Toyota HiLux GR Sport, Isuzu D-Max X-Terrain.