Still under wraps here, estimated economy improvement from the 48 volt enhancement is in a media share out of Australia that also suggests sensitivity there about how to name the incoming system.

INFORMATION Toyota New Zealand has declined to disclose about the effectiveness of an incoming mild hybrid Hilux has been shared by its equivalent in Australia, which is also steering clear of using the ‘h’ word.

Specifically, our neighbour has spelled out that the 48 volt system coming to the one-tonner will deliver just modest fuel saving - much less than the more advanced full hybrid technology that goes into its passenger cars.

Bering far more basic than the Synergy Drive hybrid petrol Lexus and Toyota cars have is telling. They typically use 40 to 50 percent less fuel than equivalent petrol-only models.

The rather more basic mild-hybrid diesel set-up in the Hilux, meanwhile, will trim fuel consumption by 10 percent, the brand there has said in a media share. 

By that reckoning, the double cab four-wheel-drive models said to receive the gear could conceivably present a fuel consumption average of around 7.6 litres per 100 kilometres, against the 8.4L/100km cited for that type in current format, according to analysis there.

The website, Drive.com.au, suggests this is why Toyota Australia has stopped short of calling it a hybrid, as Toyota New Zealand has chosen to, and specifically avoided using that word in its marketing material, again a steer away from the NZ approach in material shared to media here. 

“Drive understands Toyota Australia executives have over the past 12 months been debating what to call the technology, not wanting to damage the reputation it has established with its vast range of petrol-hybrid cars,” wrote Drive’s national motoring editor, Joshua Dowling.

In its media share yesterday, Toyota Australia consistently referred to the enhancement as being ’48 volt technology.’

TNZ, on the other had, headed its press release ‘Hybrid Hilux confirmed for New Zealand early 2024’ and kept up the theme consistently thereon, including with a direct quote from local chief executive Neeraj Lala.

Across the water, as here, power and torque figures and CO2 emissions numbers, have yet to be provided.

The current turbodiesel Hilux 4x4 double cab has 150kW of power at 3400rpm, 500Nm of torque from 1600-2800rpm. It emits 220 grams of CO2 per 100 kilometres.

Yesterday TNZ declined to say how many variants of Hilux sold here will get the 2.8-litre turbodiesel-aligned drivetrain, which involves the 1GD-FTV series four-cylinder engine and AC60F six-speed automatic transmission with an additional, 48-volt battery, small electric motor-generator and other components.

In Australia, there are just two, both four-wheel-drive double cabs, in SR5 and Rogue trims. Australia’s Rogue is the equivalent of a SR5 Cruiser here.

Toyota in Australia did not broach the subject of Hilux ever being in line for another hybrid drivetrain, which appears to marry a larger electric drive motor to a 2.4-litre petrol engine with a bigger battery involved. This is set to debut in North America next year in the Tacoma, the Hilux’s close cousin Stateside. 

TNZ was asked about that. Sarah-Kate Sinclair, communications specialist, marketing, replied: “I can confirm at this stage there is no plan for the new 2.4L petrol in Tacoma to show in Hilux.”

While TNZ made a point of emphasising that one attraction of the technology is that it does not affect the vehicle’s off-roading capability or its towing rating, there is suggestion from Australia that the extra weight it brings could lead to a reduced payload.

Availability for Australia appears to be line ball with New Zealand’s launch schedule, both markets saying the technology will be here in the first half of 2024.

Hilux is the best-selling ute in Australia, ahead of Ford Ranger, but here the tables are turned, with the Blue Oval rig almost always consistently in front every month.