2024 Toyota HiLux Rogue 48V review (video)

If you’re after a dual-cab ute, chances are, you would have at least considered a HiLux. Let’s face it, it is one of the most desirable for this sort of vehicle. Toyota made some significant changes for the 2024 model, including introducing a somewhat controversial ‘V-Active’ 48V mild-hybrid setup.

Does this make it more or less desirable? It’s more efficient but also more complicated. How will the market react? We’re eager to see. We’ve just checked out the top-spec Rogue variant to see what it’s like.

HiLux sales are still going strong, after enjoying a number of years as the absolute best-selling passenger vehicle in Australia. But since the new Ford Ranger entered the scene, it has had to put up a stronger fight. So far this year (through July), there has been 33,262 sales of the HiLux, against 38,446 Ford Rangers, according to VFACTS. It is the second-best selling vehicle overall.

2024 Toyota HiLux Rogue 48V: Specifications

Engine: 2.8-litre turbo-diesel four-cylinder
Electrical: 48V, 4.3Ah battery, 8.4kW/65Nm generator
Output: 150kW@3000rpm / 500Nm@1600rpm
Gearbox: Six-speed auto
Drive type: Part-time RWD/4WD
Wheels: F & R: 18×7.5, 265/60
ANCAP: Five stars
Kerb weight: 2231kg
Power-to-weight: 14.87:1 (kg:kW)
Official consumption: 7.8L/100km
Our consumption: 9.7L/100km

Fuel tank/Fuel type: 80L/Diesel
Power efficiency: 19.23kW:L/100km
0-60km/h: 4.35 seconds*
0-100km/h: 10.23 seconds*
60-110km/h: 7.77 seconds*
1/4 mile: 17.25 seconds at 131.0km/h*
Max acceleration: 0.697g*
100-0km/h braking: 43.16m in 3.50 seconds*
Max deceleration: -1.177g*
Decibel at idle: 46*
Peak decibel at 60-100km/h: 80*
Starting price: $71,530

*Figures as tested by Driving Enthusiast on the day. Manufacturers’ claims may be different

2024 Toyota HiLux Rogue 48V: How much does it cost?

There is ofter a misconception that the HiLux is overly expensive. But, although it is priced at the upper end of the ute spectrum, for the amount of experience and development that goes into the HiLux, prices aren’t too bad against the competition.

Resale value is often disregarded in new vehicles but with the HiLux it actually becomes one of its big attractions. You can buy one today and in three years you’ll get around 70 per cent of its price tag back (according to my assessments – not financial advice). Most contenders sit at around the 60 per cent mark, and the newcomers from China retain around 50 per cent or less, according to Redbook data.

So, what’s the price then? This Rogue 48V automatic starts from $71,530 (excluding on-road costs). That’s up from $70,760 in the 2023 Rogue (non-48V). The closest ‘hybrid’ rival (although this is technically only a mild-hybrid) is the GWM Alpha hybrid, which starts from $73,990 (drive-away). For a NSW buyer, for example, the HiLux Rogue 48V’s drive-away price is $78,210 – about $4k difference.

It’s worth noting the SR5 48V auto is priced from $60,580, or $66,710 drive-away for a NSW buyer. Other states and territories will be slightly different.

2024 Toyota HiLux Rogue 48V: Interior & packaging

The SR5 is a superb all-rounder. Do you really need the Rogue? Well, the Rogue comes with obvious exterior enhancements such as pumped out wheel arches, a factory tow bar, and unique 18-inch alloy wheels wearing 265/65 Dunlop Grandtrek PT22 tyres.

Although the wide wheel arches don’t actually change anything, featuring the same front (1535mm) and rear (1550mm) tracks as the SR5, they will be useful for those wishing to fit bigger aftermarket wheels and tyres.

The Rogue also comes with a different suspension setup that increases ground clearance from 215mm in the SR5 to an impressive (for the class) 265mm, as well as a carpeted tray tub and power roller shutter over the top with hidden operation buttons on the tub’s edge.

Aside from the hardware and cosmetic changes, the Rogue is basically the flagship and most luxurious variant aside from the sporty HiLux GR Sport. So it comes with leather seats (power adjustable for the driver only), dual-zone climate control, a wireless phone charger, and a nine-speaker sound system with digital radio.

Most surfaces in the cabin are made from tough plastic, including the important high-traffic areas across the door trims, glove box lid and dashboard. In some respects, and compared with some rivals, these areas seem cheap and basic. However, there is no doubting their resistance to wear and tear.

The other two concerns that are worth considering are the driving position and touch-screen. For me, the driving position isn’t quite right as the steering column (tilt and reach) doesn’t pull out far enough. As for the touch-screen, it is laughably rudimentary in terms of design, graphics and size.

But, the touch-screen does offer Android Auto and Apple CarPlay (wired) so the basic native menu layout can easily be switched for the universal Apple or Android display. It is good to have physical buttons for the main options around the screen in our view, but even these buttons look a bit 2012.

Passenger space and comfort is pretty good, with climate vents and charging ports in back, and a flip-down arm rest. The rear bench is slightly bucketed for comfort and lateral support, but headroom and legroom are only average. There are more spacious options out there if that’s a high priority to you.

2024 Toyota HiLux Rogue 48V: Powertrain & handling

Those worried that this is some complex, heavy, and potentially unreliable hybrid system needn’t fret. This is a very simple setup, with a two-way generator hanging off the engine like an alternator, and a 48V 4.3Ah (0.2kWh) battery providing energy.

Toyota says the battery weighs just 7.6kg, but it’s unknown how much the generator weighs. Basically, it helps the engine spin, reducing the load on the combustion side, and it starts the engine during the automatic stop-start function (which can be turned off). It’s very smooth to kick over, you might actually leave it on.

Despite supplying 8.4kW and 65Nm of additional energy, driving along, it’s hard to notice the assistance. There is a faint surge in torque between upshifts and that’s about it. In fact, full throttle performance seems to be almost the same as the non-48V model.

I’ve previously timed the 2023 Rogue across 0-100km/h and it clocked 10.68 seconds. In this 48V version, on the same piece of tarmac and with the same Vbox, it did the sprint in 10.23 seconds. That seems about right considering the small dose of extra output and the small weight sacrifice the system brings.

Like all manufacturers offering hybrid tech, Toyota isn’t introducing this solely for the purpose of improving acceleration. This is here to increase fuel efficiency and reduce emissions. On the official cycle the consumption is 7.8L/100km, down from 8.4L/100km. The average emissions output is 225g/km compared with 242g/km in the 2023 model.

So, whatever way you look at it, this 48V package is slightly quicker, smoother, and greener and more fuel efficient. You might not notice the differences in the real world but over the long term it should provide some benefit, if only small. With the same 80L fuel tank the theoretical average range is 1025km, up from 952km in the 2023 non-48V Rogue.

The main thing to understand is that, after driving it, you’ll notice you don’t need to do anything different and there is no compromise you have to make over the non-48V version. According to Redbook there is no weight difference either, with the 2023 weighing 2231kg and the 48V version listed at 2231kg (both kerb). But obviously that can’t be right. There must be a weight disadvantage, if only minute.

Engine sound is about the same as before, with our decibel gauge showing an idle reading of 46dB and a 60-110km/h full throttle reading of 80dB. That’s down from 47 and 81 on the 2023 model. This is helped by the idle speed being dropped from 720rpm to just 600rpm.

On-road handling is good for a dual-cab 4×4 ute, with strong body stability and solid turn-in. The nose doesn’t dive cumbersomely, and the steering is obedient and provides enough feedback for this vehicle segment. As usual with Toyotas, the steering isn’t inviting, however, not many rivals excel in this area.

Ride comfort is reasonable good, especially at the front as it uses coil springs, and the rear end is somewhat jiggly due to the leaf springs when unladen. There are more comfortable utes available, such as the coil-sprung Navara PRO-4X, but this aims to provide the idle balance between heavy-duty capability and comfort.

A braked towing capacity of 3500kg is great, but the payload of 854kg doesn’t win any awards for this class. With a gross combination mass of 5850kg, it means if you do tow a 3500kg trailer, you’re only left with 119kg for passengers and gear (excluding the weight of the tow bar). That’s very low for this class.

Off road performance is flawless. It goes anywhere you’d be willing to go with a new vehicle, easily tackling slippery climbs and charging through thick boggy mud. With that high ground clearance it means it isn’t scrubbing its belly on sand, which can slow down progress in other models.

You also have a Multi-Terrain Select system (with mud and sand modes), but honestly, you don’t need to use it. This gets through anyway. Low range and a rear diff lock (selectable only in low range) are also at hand if you’re in serious conditions. It remains as one of the best factory dual-cab 4×4 utes on the market in terms of off-road capability, in my opinion.

2024 Toyota HiLux Rogue 48V: Key attractions/reasons to buy

• Unbeatable reputation: There are fewer horror stories circulating relating to the reliability of the HiLux nameplate than any other rival, as far as we can see. Basic but durable interior elements and a proven track-record with off-road capability and mega-distance longevity make this one of the most trusted models in the industry.
• No-fuss interior: It might be a bit basic but it is very user-friendly, everything works exactly how you’d expect, and you have plenty of modern conveniences).
• 48V tech future-proofs the HiLux: Toyota had to do something here and we’re sure most traditional buyers will appreciate that Toyota only went mild on the hybrid tech.
• Off-road performance: The Rogue with its 265mm of ground clearance can tackle just about anything. It is awesome off road.

2024 Toyota HiLux Rogue 48V: Key considerations before you buy

• Basic interior will turn away some: The younger generation of buyers might not accept the lack of a giant touch-screen and digital gauge cluster.
• Mild-hybrid is only mild: On paper the benefits are visible but in the real world they can be hard to find.
• Price is getting up there: But some of that cost is justified as resale value is class-leading.

2024 Toyota HiLux Rogue 48V: Video