OptionsCar reviews - Toyota - Hilux - Rogue V-ActiveToyota modelsOverviewWe like Impressive step-off acceleration, quick-acting idle-stop system, improved economy over turbo-diesel Room for improvement Newer tech doesn’t disguise vehicle’s design age, potential added complexity of electrical system Can 2800kg of trailer and gravel shake the confidence of the HiLux Rogue V-Active?20 Jan 2025 By MATT BROGAN Overview
WE HAVE waited quite some time to jump behind the ‘wheel of a 48-volt HiLux Rogue, the GoAuto crew not only interested in seeing how the vehicle performs against the preceding turbo-diesel model, but also to evaluate the rig’s towing ability when sufficiently loaded.
After a recent stint in the HiLux SR – also equipped with Toyota’s V-Active technology 48-volt mild hybrid system – the opportunity to delve a little deeper into aspects of the vehicle many buyers utilise on a day-to-day basis was one we simply couldn’t pass up… but more on that in a moment.
First, we think it’s of value to understand the mild hybrid system as featured in the Toyota HiLux a little better.
Far different from the parallel hybrid technology found in models like the Corolla and Camry, the HiLux system combines a 48-volt lithium-ion battery, electric motor-generator (resembling something akin to a larger alternator and set on the serpentine belt), and a DC/DC converter.
Like other hybrid systems it offers electric assistance when required and regenerative braking when coasting. It also provides the HiLux with an exceptionally fast-acting idle-stop system to save the fuel otherwise lost to idling.
Toyota says the 48-volt technology enables increased performance and improved fuel economy, and in turn lower emissions.
All variants equipped with V-Active technology also feature Toyota’s Multi-Terrain Select (MTS) off-road system, offering drivers six selectable modes to improve traction across a range of conditions. Available modes include Dirt, Sand, Mud, Deep Snow and Auto in high range 4WD, and Sand, Mud, Auto and Rock modes in low range 4WD.
Otherwise, the HiLux Rogue is similar to the 2.8-litre four-cylinder turbo-diesel model – the only outward evidence of hybridisation an “EV” decal on the number plate and a rejigged console with mode selector, single cup holder, phone holder, wireless device charging pad, idle-stop switch, and dual rear USB-C ports.
Power and torque outputs are unchanged at 150kW at 3000-3400rpm and 500Nm between 1600-2800rpm respectively, Toyota claiming a Combined cycle fuel consumption figure of 7.8 litres per 100km.
Drive continues via a six-speed Aisin-sourced automatic transmission and dual-range four-wheel drive system, while braking is disc all-round.
The HiLux Rogue measures 5325mm in length, 2020mm in width, 1870mm in height and rides upon a 3085mm wheelbase. The front track is listed at 1670mm and the rear 1705mm, providing significant benefits in stability when towing over the track of the “narrow body” range (1535mm front / 1550mm rear).
Braked towing capacity is listed at 3500kg with a tow ball down weight of 10 per cent (350kg). The kerb mass of the HiLux Rogue V-Active is listed at 2286kg and Gross Vehicle Mass (GVM) 3050kg, leaving a total payload figure of 764kg. The Gross Combination Mass (GCM) is 5850kg.
The 2025 Toyota HiLux Rogue V-Active is available from $71,530 plus on-road costs and remains backed by Toyota’s five-year/unlimited-kilometre warranty for private buyers or five-year/160,000km warranty for commercial and business buyers.
Capped-price servicing is offered across the warranty period, the HiLux requiring a visit to the service department every six months or 10,000km (whichever comes first). The first six services are priced at $305 with subsequent scheduled maintenance charged at $378, $816, $573, and $479 respectively.
Driving Impressions
Hiring a dual axle tipper trailer for a little weekend farm work was a cinch. The 8.0-inch colour touchscreen and its handy guidelines made aligning the hitch a simple process, the coupling and fitted REDARC electric trailer brake controller providing everything needed for safe and confident towing.
The heavy-duty tandem axle trailer, equipped with a substantial single piston hydraulic ram for the tipper, nudged the scale at 800kg, and was permitted to carry 2000kg – which is exactly where we wanted it.
In all, the figure of 2800kg behind the HiLux Rogue fell 700kg short of the maximum rating, though it was important we left space for a bed full of tools and a couple of passengers to keep the rig safely under its advertised GCM.
Noting static rear-end sag of less than 10mm, I was hopeful the HiLux Rogue would offer confident and stable towing.
As a wide-body Rogue owner who regularly hauls a tandem car trailer, I noted no difference in the dynamics of the V-Active model against its turbo-diesel predecessor. The broad track and firm leaf rear-end provide excellent stability in corners and at highway speeds, reducing the effect of crosswind and truck wash with aplomb.
The all-disc brake arrangement – assisted with a REDARC electronic brake controller over electric drums on the trailer – provide sufficient stopping power too. The combination of disc brakes and a wider track is one I reckon anyone towing regularly a larger trailer, van, or boat should consider if a HiLux is on the shopping list.
With my thoughts focused primarily on how Toyota’s V-Active technology would perform in the mixed speed zones, twisting back roads, and undulating highway grades that lay ahead I was pleased to note not only how energetic the electrically assisted driveline was at getting just over 5400kg of vehicle, trailer, load and passengers underway, but how smart the transmission logic felt with Sport mode selected.
Decisively selecting and holding the best ratio for the terrain ahead, the HiLux Rogue V-Active offered not only the torque to climb steeper grades without “hunting” between gears, but also managed to hold a lower gear when descending, meaning fewer applications of the brake pedal than would otherwise be required.
To be clear, this is a trait that’s not only specific to the 48-volt vehicle, but one I’ve experienced on my own vehicle. The Aisin AC60 series six-speed automatic transmission is a sweetly calibrated unit that suits the application incredibly well – little wonder it’s used in the Toyota HiLux, Isuzu D-Max, (related) Mazda BT-50, Mitsubishi Triton, and others…
The HiLux Rogue V-Active comfortably held the posted 80km/h through the winding grades of highway leaving town, holding fourth gear without issue for the entirety of the climb. Nudging back to 100km/h once permitted, there was little clatter or strain, the vehicle seemingly unfazed by the weight up back.
Of course, the engine sounded like it was working, changing note appreciably from its unladen state. With a considerable load in tow, the 1GD diesel sounds muscular, with more bass than before, and with a healthy dose of turbo whistle evident through the snorkel. As expected, it also used a lot more fuel.
On its lonesome, the HiLux Rogue V-Active used around 8.5 litres per 100km in a mix of urban and highway running. With 2800kg in tow, that figure rose to a steady 14.4L/100km. Interestingly, both numbers are lower than for my standard turbo-diesel Rogue which, with several modifications including suspension, bar work, and off-road rubber, hovers around the mid 10s in town and high 14s when towing.
Overall, I reckon the 48-volt system serves only to refine what’s already an impressive vehicle. The ability for the electric motor to “fill in” the gap from step-off until the turbo spools up, and to improve fuel efficiency across the board, is evident, even when tested with a generous load on board.
Is it enough for me to consider upgrading? Probably not. But were I shopping new right now, I’d have no reservation signing up for a V-Active model – and neither should you. It’s really as simple as that.
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