These are the two titans of the 4x4 dual-cab ute world and now we’ve put the new Ford Ranger against the top-selling Toyota HiLux – on-road and in the bush
- Goliath and Goliath
- Not so simple
- Solid safety
- Under the bonnet
- On the road
- Dirty deals
- Refining the breed
Goliath and Goliath
When comparing top-selling vehicles in the Australian market, the tussle doesn’t get any tighter than the 2022 Toyota HiLux and Ford Ranger.
The two utes were the nation’s best-selling models across all vehicle categories last year and dominated what is Australia’s most popular single vehicle class: 4×4 utes.
Now, the battle has taken another twist, with the recent debut of the new-generation 2022 Ford Ranger.
The current Toyota HiLux, on the other hand, was introduced in 2015 but updated in 2020 and will receive another upgrade in October. But it still likely has two or three years of its present generation left to run.
At the premium end of the scale, we’ve already pitted the Ford Ranger Wildtrak against the Isuzu D-MAX X-Terrain, but here we’ve grabbed what we think will be the two sales champions of the Ford and Toyota dual-cab ute fleets: the Ford Ranger XLT (with 2.0-litre biturbo-diesel) and the Toyota HiLux SR5.
For budget-minded family buyers – those who need a workhorse through the week and a hardy getaway machine come the weekend – these models offer serious bang for your bucks, and comprehensive safety too.
We lived with each of these utes for a week, spending time around town, on the open road and in the bush.
And while we didn’t tow or carry a decent load – keep an eye out for our upcoming Best Dual-Cab 4×4 Ute mega-test – we did arrive at a solid conclusion as to which of these two top-selling utes best deserves your hard-earned dollars.
Not so simple
Today’s ute category is more diverse than ever, spanning humble single-cab-chassis hay haulers to flagship dual-cab pick-ups nudging (or exceeding) $70K – mid-$80K even for the looming off-road rocket, the 2022 Ford Ranger Raptor.
Even the 2022 Ford Ranger XLT and Toyota HiLux SR5 on test here command prices north of $60,000 plus on-road costs, in what is effectively a mid-spec trim grade.
The Toyota HiLux SR5 is priced at $60,680 plus ORCs when pairing Toyota’s stalwart 2.8-litre four-cylinder turbo-diesel with a six-speed automatic.
With its prestige Nebula Blue paint ($675) and optional premium interior pack ($2500), which includes leather-accented seating and trim, front-row seat heating and powered driver’s seat, our test vehicle comes in at $63,855 plus on-roads.
The SR5 is effectively the flagship of the Toyota HiLux range at present, with orders currently paused for both the HiLux Rogue and the HiLux Rugged X due to supply issues.
That 2020 update saw the HiLux receive a restyled front-end and a lift in tech, among others, while the SR5 is distinguished here by its 18-inch alloys (the Ranger XLT gets 17s). It also scores the all-important (and cosmetic) sports bar over its tub.
The Toyota HiLux SR5 has a bare steel tub with four tie-down anchor points. We measured the tub at 1550mm long and 1100mm wide between its wheel-arches – not enough to accept a standard Australian pallet (1165x1165mm).
To level the playing field, we’ve gone for the Ford Ranger XLT with 2.0-litre four-cylinder biturbo-diesel engine.
Yes, Ford’s new 3.0-litre V6 turbo-diesel is grabbing the limelight in the new Ranger, but it adds $3000 over the 2.0L BiT, which is mated only with a 10-speed auto.
This sees our Ford Ranger XLT creep in at $61,190 plus ORCs – just $510 more than the standard Toyota HiLux SR5. For family-minded buyers after a well-featured all-rounder, we suspect the biturbo will outsell the V6 in XLT form.
With its prestige Blue Lightning paint ($675), spray-in bedliner ($400) and Touring Pack ($900) with 360-degree camera, electronic trailer brake, puddle lamps and four-zone lighting, our test vehicle is priced at $63,165 plus on-roads.
Boasting a fresh and robust stance enhanced by its larger footprint (Ranger’s wheelbase and track have both increased by 50mm), along with Ford’s distinctive ‘C-Clamp’ LED headlights, the new Ranger has moved the needle on the styling front, its bluff, American styling reminiscent of Ford’s heavier F-Truck family in distinct contrast to the Toyota’s more tapered, shark-like snout.
In further contrast, the Ranger XLT’s tub measures in at 1540mm long with 1220mm between its wheel-arches, so it will accept a standard Aussie pallet (or a Euro pallet lengthways, for that matter).
The Ranger’s tub has six tie-down anchor points, LED lighting, a 12V power outlet and the aforementioned optional spray-in bedliner (replacing the standard plastic lining).
Both utes have 3500kg maximum braked towing limits and similar maximum payload limits: 1033kg for the Ford, 1026kg for the Toyota.
Solid safety
So far, so similar, but it’s technology, and especially safety technology, where the 2022 Ford Ranger XLT and Toyota HiLux SR5 take more divergent paths.
The Toyota has a five-star ANCAP safety rating but it dates back to 2019, when the testing protocols were not as tough as they are today.
Its Toyota Safety Sense package includes autonomous emergency braking (AEB) with pedestrian and daytime cyclist detection, dynamic lane keeping, speed sign recognition and adaptive cruise control, along with a standard reversing camera and front and rear parking sensors in the SR5 pick-up.
Auto LED headlights and daytime running lights are also standard, while the Toyota has seven airbags.
Thing is, the new Ford Ranger XLT has all this and more, including AEB with intersection assist, dynamic lane keeping with road edge detection, blind spot monitoring with customisable trailer coverage, rear cross traffic alert, post-impact braking and tyre pressure monitoring.
There’s nine airbags on-board too.
Even the Ford’s standard reversing camera display is of a higher resolution and comes with predictive guides (fixed on HiLux), along with a range of camera views.
The new Ford Ranger is yet to be assessed by ANCAP but expect a full five-star rating.
Ford has raised the bar for safety in this category, and while the incoming update for HiLux SR5 will bring blind spot detection, rear cross traffic alert and a panoramic view monitor, there’s no escaping the generational gap.
Elsewhere, the HiLux cab isn’t spartan in terms of general tech and mod-cons, but it’s trailing the new Ranger.
The Toyota has an analogue speedo and tacho, the clocks separated by a fairly busy 4.2-inch central digital display, while an 8.0-inch multimedia touch-screen is on the centre stack.
There’s integrated digital radio, voice commands and (wired) Apple CarPlay/Android Auto, along with a six-speaker stereo.
The new Ford Ranger, however, is every bit a next-gen product, with a full 8.0-inch digital instrument display that can be tailored to your preferences (but a bar-style tacho that’s too small to read with any accuracy).
This is paired with a large, portrait-style 10.1-inch infotainment display, with Ford’s SYNC4a system with voice commands and (wireless) Apple CarPlay/Android Auto.
But, like the Toyota, there’s no wireless smartphone charging, so you’ll likely have your phone plugged in anyway. Annoyingly, the moulding at the base of the phone tray won’t allow a standard iPhone to sit flat when a charging cable is attached.
The Ford’s centre console is tidied up with an electronic park brake, while the Toyota has a manual park brake.
Both come with integrated sat-nav and, pleasingly, physical dials for climate control and volume, along with keyless entry, push-button starting and dual-zone climate control.
The Ford’s embedded modem and FordPass Connect app deliver additional features that can be accessed remotely via smartphone, while the Toyota comes with three years of Toyota Connected Services, offering stolen vehicle tracking, auto collision notification and SOS emergency call placement.
Under the bonnet
On paper, the 2022 Toyota HiLux SR5 and Ford Ranger XLT are a close match for output, the HiLux’s 2.8-litre four-cylinder with auto producing a claimed 150kW/500Nm versus 154kW/500Nm for the Ranger 2.0L BiT.
And while neither is lacking, each possessing a strong band of mid-range torque, both vehicles display quite different individual characters.
Driven in isolation, it’s hard to fault Toyota’s HiLux. Yes, there’s some vibration and it’s noisy under acceleration, although both are subdued on a steady throttle.
Engine response is on par for this class and the six-speed auto goes about its business in a workmanlike manner.
Trouble is, after driving the Ranger, the HiLux feels almost agricultural in comparison.
Noise, vibration and harshness (NVH) are wonderfully muted in the Ford, and the 10-speed auto flicks through its ratios swiftly and cleanly. It’s next-level refinement; this Ranger has narrowed the gap between LCVs and passenger cars.
Both trucks lazily tick over at around 1600rpm at 100km/h in top gear and there’s reasonable urge on tap for highway overtakes (when unladen, in any case).
The Toyota’s auto does on occasion hold a gear for longer than you’d expect under acceleration, although it gears down nicely to assist braking on descents. It just has fewer ratios to play with, so the jumps between them seem more pronounced.
This is borne out especially in manual sequential mode, where the Toyota takes noticeably longer to shift.
And we prefer the Ranger’s traditional longer-throw shifter to the stubby ‘e-Shifter’ found in V6 Ranger models, which makes it too easy to ‘overshoot’ your intended drive mode.
The Toyota has a no-nonsense air about it on the road – no fuss, no fanfare, just effective, dependable performance.
In comparison, the Ford feels more spirited, more engaging, more highly strung – as you’d expect of a smaller, twin-turbo format – but appreciably more refined.
Ford’s 3.0-litre V6 is smoother again and adds 30kW/100Nm, but rest assured the 2.0-litre biturbo-diesel is polished and effective. It all comes down to your intended usage and budget.
Fuel economy? The Ford wins on paper, with 7.6L/100km (combined) compared to the Toyota’s 7.9L/100km. But after a week of work, unladen but on-road and off, the Toyota was marginally better, with both vehicles hovering between 10-11L/100km.
Both have an 80-litre tank, so expect real-world ranges somewhere north of 750km.
On the road
On sealed roads the 2022 Toyota HiLux SR5 feels, well – it feels exactly how a HiLux should. It’s been around for seven years in this generation, and it works.
Yes, an update is looming but it won’t be a generational shift, as we have with the new Ranger.
And because Toyota has currently paused taking orders for its HiLux Rogue and Rugged X, this HiLux SR5 is currently the cream of the crop.
Still, it has a healthy features list for what usually is a mid-tier variant, but on the road it feels more ‘LCV’ than the Ford, being noisier, transmitting more vibration and displaying a noticeably harsher (unladen) ride.
The steering is heavier too, while the brakes (still drums at the rear) are effective but lag the Ford for power and feel – the anti-lock system is a bit less refined in its operation too, the dynamic lane keeping a little more intrusive.
In contrast, the Ford surpasses the Toyota on the road in several respects. It displays less body roll through the bends, it’s markedly quieter and it does a remarkable job of smoothing the harshness out of road imperfections, despite its ladder-frame chassis and leaf-spring rear suspension.
And while the Toyota’s oiler does all that’s asked of it, the Ford’s biturbo adds a significant dash of driving pleasure (in a ute!).
It’s an involving, engaging drive, and it’s all too easy to find yourself enjoying the Ford’s mid-range stomp a little too much – thankfully, the Ranger’s speed sign recognition (a feature also present on the HiLux) is efficient and effective.
Bottom line? There’s nothing wrong with the HiLux, but on the road the Ranger is simply a nicer, more enjoyable ute to drive.
Dirty deals
We took our 2022 Toyota HiLux SR5 and Ford Ranger XLT to Victoria’s Lerderderg State Park to test the pair’s off-road attributes.
Both have part-time 4×4 systems (unlike V6 Ranger models, which get a new full-time 4×4 driveline) and you can switch from 2WD to 4WD (high range) on the fly. Both come with a dual-range transfer case plus a locking rear differential.
Both also come standard with highway tyres along with side steps, which are great for helping kids climb in and out or to access roof platforms, but not so great for ground clearance.
Still, a day at our off-road testing location saw both vehicles clambering up and over everything we threw at them.
Approach and departure angles are heathy for both and we measured 222mm of clearance under the Toyota’s rear diff, versus 230mm for the Ford.
The Ford tends to carry a few extra revs up steep climbs, but it has a fine level of feel at the pedal for slow, precise progress.
On the rare occasion that either vehicle lost traction, engaging the rear diff lock produced the desired result (both engage with little fuss).
The Toyota’s firmer suspension means you get thrown around a bit more as a result, but it’s effective – as the HiLux has proven over years.
The Ford’s chassis and suspension, however, is a standout – this new Ranger is so composed in the rough stuff, and soaks up corrugations remarkably well. It simply inspires confidence.
It’s 160-odd kilos heavier than the Toyota though and wider too (by around 90mm mirror to mirror), aiding the HiLux in tight going despite its heavier steering.
As for electronic smarts, both have hill descent control but neither have any off-road-specific drive modes at this model grade.
But we love the low-range, forward-facing camera in the Ford – a great asset.
The Ranger has a class-leading 800mm wading depth – 100mm more than the Toyota – while underbody protection is reasonable in both.
But Ford wins hands down for its catalogue of accessories, with hundreds of items developed in collaboration with ARB.
While both these trucks impressed in the bush, they approach off-road duties from differing angles. The Ford brings a new level of comfort, refinement and driving ease to off-roading, while the Toyota displays more of its LCV essence.
Hard-core 4WDers may well prefer the rugged simplicity of the HiLux SR5 in the backblocks, but this new Ranger XLT, with its clever features and creature comforts, will likely unlock the pleasure of off-roading for a far broader potential audience.
Refining the breed
That’s the thing about automotive evolution: just when you think it’s nigh on impossible to eke out any further improvements, something comes along that further pushes the boundaries.
Of course, 4×4 dual-cab pick-ups have perhaps the toughest brief of any individual vehicle segment. From workhorse to tow tug, family transport to 4WDing, these vehicles must contend with an incredibly broad and diverse array of roles.
And while it’s true that these trucks are, in a sense, inherently compromised, that just makes the gains made by the new-generation 2022 Ford Ranger all the more impressive.
Certainly, the 2022 Toyota HiLux SR5 is an effective tool when driven in isolation, and it will continue to serve its rusted-on devotees with all of the ability and reliability that has underpinned its status as an Aussie favourite for so long.
But then you drive the new Ford Ranger, and even with its carryover engine and driveline it’s simply a more rewarding, more refined and more sophisticated bit of gear.
Does that flow on to ‘more reliable’ too? Only time will tell.
You might be waiting for some time to actually stick one in the garage, but we’re giving the Ford Ranger XLT 2.0-litre biturbo an emphatic win over the Toyota HiLux SR5 – this new Ford is one impressive rig.
How much does the 2022 Ford Ranger XLT 2.0L BiT cost?
Price: $61,190 (plus on-road costs)
Available: Now
Engine: 2.0-litre four-cylinder biturbo-diesel
Output: 154kW/500Nm
Transmission: 10-speed automatic
Fuel: 7.6L/100km (ADR Combined)
CO2: 201g/km (ADR Combined)
Safety rating: Not tested
How much does the 2022 Toyota HiLux SR5 cost?
Price: $60,680 (plus on-road costs)
Available: Now
Engine: 2.8-litre four-cylinder turbo-diesel
Output: 150kW/500Nm
Transmission: Six-speed automatic
Fuel: 8.1L/100km (ADR Combined)
CO2: 207g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2019)
Keyword: Ford Ranger v Toyota HiLux 2022 Comparison