The automatic gearbox is much better than the transmission it replaces. It does a respectable job of shifting smoothly through the gears, especially at low speeds, and isn't too jerky. However, plant your foot and the downshift often leaves the engine holding on to gears uncomfortably high up the rev range as it works through them, but progress is swift enough.
A 2.4-litre diesel engine is what you’ll find in all new Hiluxes, although the 2.8-litre unit that's available abroad could be offered at a later date. The 2.4 is more efficient than the 3.0-litre unit it replaces, and the 295lb ft of torque available in the new engine is more than the old one, too, but it doesn’t match that of the Navara and L200. Even so, the Hilux out-tows an L200 with its 3500kg limit.
Paired with the automatic gearbox, it has a combined fuel economy figure of 36.2mpg, with CO2 emissions of 204g/km. The manual transmission betters those figures, at 40.4mpg and 185g/km respectively, and it’s cheaper by £1250.
Aside from a harsh diesel groan at its top end, refinement from the 2.4 is generally good, but it's no match for that of SUV alternatives. Engine clatter is loud when accelerating, but it settles down at a cruise, and it’s more refined than before.
Some wind noise is whipped up by the sizeable door mirrors at higher speeds, too. The benefit of those mirrors, though, is good visibility, helped by a high, comfortable driving position that gives a broad view of the road ahead. It’s a very spacious cabin, too, with plenty of room up front and in the back for adult passengers to sit comfortably.
The Hilux's steering has improved - it's weightier and more accurate than before - while ride comfort is better, too. That said, the Hilux still suffers from quite a bit of body bounce over bumps when unladen, especially at low speeds. As a result, it isn’t quite as smooth running as an SUV equivalent, but it comes closer than many other pick-ups do to matching SUV standards.
The suspension has been reworked for this new model and is well tuned for off-roading. It’s packed with off-road tech, such as hill descent control and a rear diff lock, as well as a low-range gearbox and the choice of switching between two and four-wheel drive. As you would expect, it is supremely capable off the beaten track.
There’s also a couple of different drive modes to choose from. PWR mode is designed to sharpen the throttle response, while Eco smoothes it out and puts the air-con in an eco mode that alters the fan speed. There’s also a standard drive mode that sits in the middle. However, neither PWR nor Eco produces any noticeable difference in the car's behaviour.
The quality in the interior is a noticeable step up from the previous generation, though, and moves the car closer to its SUV rivals, although not quite close enough to genuinely compete.
There are three trim levels to choose from, with the entry-level Active models fitted with 17in steel wheels, automatic headlights, air conditioning, Bluetooth, front cool box, and heated and electrically adjustable wing mirrors as standard, with most opting for this trim using their Hilux mainly as a commercial workhorse.
Upgrade to the Icon, as our test pick-up is, and you’ll find a 4.2in touchscreen housing Toyota’s Touch 2 infotainment system complete with a reversing camera and DAB radio, on top of things like 17in alloys, cruise control, descent control and folding door mirrors.