Everyone says it’s a Raptor rival – really, though, this special Hilux is about more than Eagle versus Shark.

TIRED of being second best?

Toyota New Zealand tends to affect an off-hand attitude when subject of how the current generation Hilux has been out-performed by a certain other ute in the sales stakes. They talk about how their truck plays its own game and say they’re more interested in optimising customer well-being than beating the Ford Ranger for registrations.

Well, it’s all just brave talk. Assuredly, they want to even the score in respect to perception of which is the better rig. And they would love to reclaim top spot on the sales chart; a place Hilux hasn’t occupied since 2016.

The updated Hilux is a massive improvement on its forebear. TNZ’s claim that the 2020 edition has turned up the heat on the hotly contested utility market with a more powerful turbo-diesel engine, more capability and a tougher exterior design. The new technology and added safety features also do it proud.

Still, it doesn’t hurt to have a hero. That vehicle is Mako, a local development of the SR5 Cruiser wholly carried out by Kiwis – one particular involver for deciding suspension and tyre choice was Tony Groome, a well-known Manawatu off-roading identity who has been working with the brand for some years.

 Mako carries a $21,000 premium over the donor: So, a $79,990 buy-in.

The obvious rival is the Ford Ranger Raptor, that costs $5000 more, but it could just as reasonably be considered an alternate to the $74,990 Nissan Navara N-TREK Warrior and - though it is basically about to cease local representation - Holden Special Vehicles’ Colorado SportsCat, which sat at $82,990. Perhaps even the $82,990 Volkswagen Amarok V6 Aventura. 

 Yesterday’s story gave a brief summary about Mako and TNZ’s hopes; that, despite being available to customer order and technically a “special launch edition”, will be part of the regular range for the foreseeable future.

Today it’s time to dissect the beast.

What’s in a name?

Specifically, why call it Mako rather than re-use Gladiator, the name given to the beefed one-off TNZ created for Fieldays a few years back?

There’s a matter of copyright: You might realise that Jeep’s new Wrangler ute is called the Gladiator. That nameplate is employed worldwide and TNZ realised that now the American model is on sale here, it would assuredly be picking a legal stoush by continuing with a name that had been previously uncontested.

Another reason? A new name imprinted that, even though what we get now does have an association with that special model it created (more in a minute), this is a different deal, being a volume consideration. 

So, anyway, it came down to picking a name that was even tougher. TNZ CEO Neeraj Lala claims credit. He’s got a thing for sharks and one kind in particular: The “toughest, strongest, most aggressive” species roaming the open ocean. 

“If you look at the front of the truck, it actually looks like a shark.” A motif in the front badge logo, and the bonnet decal, represent a shark fin.

 Shouldn’t a shark have extra bite – why no under-bonnet modifications?

Outwardly, TNZ will maintain the 2.8-litre now that it has been upgraded to create 150kW – a 20kW increase over the pre-facelift output – and 500Nm (up 50Nm) is quite enough, with much improved low to mid-range oomph.

Beyond that, retuning the engine would have become an expensive and long-winded exercise, and not a job Toyota Motor Company would have allowed to be left to a local tuner. Japan would have wanted any recalibrations to meet their most stringent requirements. Same goes for any transmission fettling.

So, basically, oily bits were a no-go area though Lala prefers to say it was “an area we didn’t explore. From own our testing we thought the power and torque were quite satisfactory, pretty good.”

Anyway, unchanged performance is par for the course in this category. Raptor shares its 2.0l biturbo engine with other Rangers. The N-TREK and the SportsCat also carry unaltered versions of their donors’ drivetrains.

How much of it is just a dress-up? 

Probably around 50 percent at most. Assuredly, there are extensive body modifications that are basically bolt-ons for visual effect: The unique fender flares, side steps with “Mako” logos, T Custom Sports Guard non-slip deck liner, damper-shocked soft-close tailgate and heavy duty rear step bumper are examples of this. Likewise, on the inside, the front chairs are replaced by higher-backed and bolstered motorsport-style items (akin to Gladiator’s tombstone seats), trimmed in full custom leather by a local supplier. And yes, they’re still heated. It also achieves a bespoke steering wheel that’s thicker-rimmed than the standard item and a leather centre console lid.

However, there are also a lot of specially-engineered bits that make real difference in how it performs. These are the items that will make the Mako feel substantially different to the donor. 

So examples?

Well, most obviously the suspension, the wheels and the tyres.

Lala says the determination to fit out the Mako with a full ARB Old Man Emu BP-51 shock set came from having testing “the key competitor in the segment”. Let’s call it Raptor.

However, their choice was also made through previous experience: It’s been a popular aftermarket kit with Hilux customers who are serious about off-roading. We’ve driven a earlier gen Hilux with it - and were hugely impressed. And yes, you’re correct in assuming TNZ’s first use was with the Gladiator.

A fit-out that has required low volume certification gives a 40mm front and 50mm rear lift and has microcharger adjustable compression and rebound control. No clearance and departure angle information was provided. The rear springs are tweaked, too; they’re now to what’s being called Dakar spec. Says Lala: “This upgrade was the thing that we really needed to work hard on. We think it’s one of the best suspension packages on the market.”

 Going to a bigger wheel and tyre was also a Gladiator 101, but Mako is less extreme. Those 18-inch Black Rhino rims sourced from the US are two inches smaller than the Gladiator’s, though with Maxxis Razr 265/60 all-terrain tyres, the rolling radius is likely around the same as with the show truck, which wore 33 inch by 12.5 inch Atturo Trail Blade M/Ts. Mako’s is a better blend for on and off-road capability, TNZ has decided.

Mako’s brake package is more extreme. The Fortuner SUV is a wagonised Hilux, but it has 15mm larger rotors and four-piston calipers. They’ve been used here. Also, Mako has harder brake pads than a regular Hilux. Braking performance is “significantly improved.” Braided front and rear brake lines are also used, to contribute to improved pedal feel. 

Am I right in thinking that front bullbar looks familiar?

If so, then you’ve been checking out Toyota Australia’s Hilux Rugged-X, which is their own variant – now in its second-generation – homegrown for bush-bashing. The Rugged-X’s hoopless steel front bar is a special piece of kit that the Aussies were previously reluctant to share.

The whole shebang – and that includes an integrated LED light bar and bash plates – is designed to ensure the vehicle’s crash test integrity is exactly the same as it is with the regular bumper; achieving this – and also allowing donor car’s parking sensors to remain operable - has required some incredibly complex engineering.

 The piece was further altered for Mako, says Lala. It’s had a custom modification to account for localised finishing, such as the garnish under the headlight. “That’s unique to here, so we had to modify the bumper to fit.” Side fog lamps were also integrated here. 

In case you’re wondering, other common Mako/ Rugged-X elements are those red recovery tow hooks, fender flares and the heavy-duty rear bar with step.

 Are there any options? 

Just one. The towbar kit, which also includes provision of the rear recovery hooks. We assume buyers could also install diff lockers, which are available with the Old Man Emu kit. Again, we’ve tried a Hilux with these and were stunned by what the rig could do.

Does the rework affect the warranty?

Not at all. It has the same cover as any other Hilux, so up to five years warranty, roadside assistance, WoF coverage and capped-price servicing. Plus the price is fixed and not subject to any fluctuations that might impact of the cost of individual add-ons. So the sticker is a Toyota Driveway Price (TDP) that includes on-road costs. As mentioned yesterday, Mako also maintains the same 940kg payload and 3500kg braked tow rating as other double-cab 4WD Hilux models.
When and how can I buy it?

The second part first. It’s not a showroom model. Vehicles are pre-ordered and then put together, at the company’s refurbishment plant in Thames; so it’s a total custom build. Buyers can get to choose colours and will get updates on the progress of the refettling. At the moment there is just one example in existence and the programme really will take a couple of months to get going. Parts are still arriving and though build begins just before Christmas, the production process won’t really get up to full speed until early next year. Deliveries will probably begin in February.

If the build volume is uncapped how special will it be?

TNZ has decided not to make this a limited-count product but, at same token, even a best-hope forecast is of 400 units a year – and that’s based on pre-Covid market conditions – and the more likely achievement of 250 per annum means it’s hardly going to be a common sight. 

“It is the first time we’ve offered a customer a bespoke, built-to-order product … there’s so much uncertainty in the market in respect to volume. In the current situation, I think we can still achieve 250 plus.”

If you’ve ordered a 2020 update SR5 Cruiser, expect a call from TNZ. That status lends first opportunity to buy into enhancements that the Australian motoring press say likely delivers a better hard-out Hilux than they get.

One has already called it the world’s toughest Hilux.