Toyota Hilux SR Hybrid: All for one (and one for all)

What is it?

The latest and ninth generation Toyota Hilux arrived late last year.

Just like Toyota’s other models it is available with a hybrid powertrain, but not just any old hybrid — this one’s a diesel hybrid.

That’s a step in the right direction as is the fully electric version which is now available, soon to be joined by a hydrogen-powered fuel cell model — we kid you not.

The world is changing and the Hilux is changing along with it. It has to or die.

Our test vehicle, the 4×4 SR double cab 48-volt mild hybrid, sits at the heart of the range, one up from the entry level Workmate — but still surprisingly swish.

The SR is aimed primarily at tradies, fleet buyers and families who want a no‑nonsense dual cab that still scrubs up reasonably well after hours.

It’s the spec that has to do it all: carry tools during the week, tow on the weekend and occasionally play family wagon.

What’s it cost?

Hilux is available in five grades and 16 variations, not as many as the old days, but more than enough.

They include cab-chassis or pick-up configurations, 4×2 or 4×4 drivelines, and single, extra and double-cab body styles.

Prices kick off from $33,990 for the 4×2 Workmate single cab-chassis with a manual transmission, but more than double by the time you reach the top.

The 4×2 double cab Workmate with an auto is priced from $47,990 and the 4×2 SR double cab pick-up from $52,990.

It’s followed by the 4×4 grades, including Workmate, SR, SR5, Rogue and Rugged X — the latter priced at $71,990.

A further step up is the fully-electric Hilux BEV, priced from $76,490.

The hybrid kicks in with SR cab-chassis from $57,990, followed closely by our test vehicle, the SR double cab pick-up 48V at $59,490 with an auto.

Premium paint adds $675; the premium interior pack adds $2500.

Bear in mind on-road costs must be added to these figures.

Equipment is pitched to suit its working brief without feeling too vinyl.

SR is differentiated on the outside by 17-inch alloy wheels, silver painted lower front bumper, black painted door handles, side mirrors and hood moulding, LED front fog lights, side steps, locking rear tailgate and a choice of six exterior colours.

Owners of double cab automatic versions can also choose to change their 17-inch alloy wheels to steel wheels if they prefer.

Inside, there’s manual aircon, while the SR adds greater front-seat bolstering and high-grade fabric upholstery, leather-accented shift knob and steering wheel, a 300W inverter, and smart entry and start.

A simple 7.0-inch digital instrument panel delivers clear, easy to read info — but obviously lacks the bells and whistles of higher grades.

A new free-standing 12.3-inch touchscreen is standard across the range, offering a better interface, greater resolution, enhanced voice recognition, AM/FM and DAB+ digital radio and compatibility with wireless Apple CarPlay and Android Auto, with wireless charging and eight-speaker audio system.

There’s cloud-based navigation across the range, with four USB-C ports and two 12 volt sockets in this model.

But read the fine print because access to some features expires unless you take out a subscription.

Hilux carries a five-star safety rating. Extra safety equipment on SR includes tyre pressure monitoring and a panoramic view monitor^, while 4×4 automatic grades bring additional off-road capability with a locking rear differential, Multi Terrain Select and downhill assist control.

SR customers are also able to remotely lock and unlock their vehicle through the myToyota Connect app.

Hilux is covered by Toyota’s standard 5-year unlimited-kilometre warranty, with the possibility of extended coverage on the drivetrain if you stick to dealer servicing.

Service is due every six months, not 12 months, and although services are capped at $395 per visit — that’s two visits or $790 per year. The cap comes off after five years.

What’s it go like?

The big news with the SR is V-Active technology and that starts with this version, even though it doesn’t wear a hybrid badge.

It’s a 48-volt mild hybrid system that consists of an 8.5kW/65Nm electric motor generator, lithium-ion battery and DC/DC converter.

It is designed to provide smoother stop-start functionality while also providing improved driving feel when accelerating from standstill.

The latest Hilux SR has a tough, functional look rather than a “show truck” vibe.

The front end is broad and upright, with a simple grille treatment and practical headlights.

Our test vehicle was fitted with an optional bullbar that incorporates a light bar and serves to enhance the tough visage.

There’s less chrome than the SR5 and more hard-wearing plastic where you’d expect it to get knocked around.

In dual cab form it’s a sizeable vehicle, stretching more than five metres in length, but with no larger footprint than the main competition.

Getting in and out is easy enough for most adults, helped by side steps, though shorter passengers will still notice the height.

Once aboard, you’re greeted by a cabin that is more site office than lounge room, with seats trimmed in a hard-wearing fabric.

Hard plastics dominate, but they feel robust rather than cheap, and the switchgear is logically arranged.

Everything is where you’d expect it and can be operated with gloved hands, which is exactly what many buyers want.

Front seats in the SR have evolved beyond the flat perches of old, with more bolstering and better thigh support — but they’re still a snug fit with little elbow room.

The driving position is upright and commanding, with good forward vision and large mirrors that help when towing or reversing into tight spots.

The rear bench is adequate for shorter trips and a better fit for kids, though the backrest is fairly upright and the base a little short, reminding you this is still a commercial vehicle at heart.

Missing are rear air vents.

Out the back, the tub accepts standard pallets and typical worksite loads, but there’s no liner or cover.

However, tie-down points, a damped tailgate and easy step-up access make loading reasonably straightforward.

SR has a braked tow capacity of 3500kg and accepts a payload of 1125kg (that figure is surprisingly difficult to find).

Under the bonnet sits Toyota’s 2.8-litre four-cylinder turbo-diesel.

In its current tune it produces around 150kW, with torque output depending on the transmission — manuals get a little less, autos a bit more, up to about 500Nm.

In the mild-hybrid, a 48-volt system adds a small motor-generator and compact battery.

This doesn’t turn the Hilux into a full hybrid, but it can assist the engine briefly at low revs, smooth restarts and capture a bit of energy under braking.

Drive is sent either to the rear wheels (in 4x2s) or through a part-time four-wheel-drive system with high and low ranges.

A rear differential lock is available on 4×4 SRs and key for serious off-road use.

The gearbox is a six-speed manual or six-speed automatic, both well proven.

Performance is modest rather than exciting: you’re looking at roughly mid-teens 0-100km/h times when loaded up, a bit quicker when unladen.

But this engine is more about pulling power than sprint times.

With a largish 80-litre tank, fuel consumption with this version is a claimed 7.2L/100km.

We were getting 9.3L/100km after about 330km of mixed driving.

On the road, the SR remains very much a ute, more truck than car.

WorkMate and SR grades retain a heavy-duty suspension tune designed for carrying loads or towing

Unladen, the leaf-spring rear suspension is firm, and on choppy backroads the ride can border on harsh, particularly over sharp bumps and corrugations.

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With a few hundred kilos in the tray it settles down noticeably, riding with more composure and reminding you that it has been tuned to work best when working.

The front end uses a more sophisticated setup that keeps steering feel and body control respectable for a ladder-frame vehicle.

Steering weight is well judged: light enough for easy parking and city work, yet with enough heft on the highway to feel stable.

It’s not brimming with feedback, but it’s predictable and consistent.

Body roll is controlled, and although the Hilux will never be mistaken for a sporty SUV, it can be hustled along a country road without feeling wayward.

Brakes are strong and confidence-inspiring, though as with any heavy vehicle you still need to allow for stopping distances when towing or fully loaded.

It’s off-road, where the Hilux SR really earns its stripes.

Ground clearance, approach and departure angles and underbody protection are all tuned for serious work.

Low-range gearing, hill-descent control, a proper rear diff lock and sensible traction-control calibration give it the tools to climb, descend and crawl through the kind of tracks that would stop a soft-roader dead.

The suspension offers good wheel travel and keeps tyres in contact with the ground more often than not, which is exactly what you want when things get gnarly.

Noise levels are acceptable rather than plush.

The diesel clatter is obvious on cold start and under hard throttle, but it fades into the background at cruising speeds.

Wind and tyre noise are well contained for a vehicle of this type, though you’re always aware you’re in a commercial-based ute rather than a luxury SUV.

What we like?

Strong, proven 2.8-litre turbo-diesel with plenty of low-down torque
Genuine workhorse credentials with big towing capacity, solid payload and serious off-road ability
SR spec hits the sweet spot between bare-bones and over-dressed, with useful equipment and modern safety tech
Toyota’s reputation for reliability, resale and broad dealer support brings peace of mind

What we don’t like?

Unladen ride is firm and can be jarring on rough roads
Cabin presentation and rear-seat comfort trail newer, more car-like rivals
Performance and efficiency are no longer standout in a segment full of newer platforms
The core structure is ageing, relying on incremental updates rather than a clean-sheet redesign

The bottom line?

The Hilux SR dual cab utility is not trying to be the most glamorous or high-tech ute in the car park.

Instead, it doubles down on what has made the nameplate a fixture in Australia: durability, capability and a sense that it will cop punishment without complaint.

In that sense it’s better than the sum of its parts, because the combination of engine, chassis, safety electronics and dealer backing delivers low-drama ownership that many buyers prize above all else.

Toyota has clearly chosen to prioritise toughness, towing and off-road ability over luxury-grade comfort and cutting-edge interiors.

And, for a large slice of the market that trade-off still makes perfect sense, including tradies, farmers, fleets and anyone who regularly loads up or ventures off-road.

While rivals such as the Ford Ranger, Isuzu D-Max, Mazda BT-50 and Mitsubishi Triton have lifted their game, the Hilux SR remains a default choice for buyers who value proven hardware and a huge dealer network over the very latest platform.