Emissions, economy returns from electric-enhanced Prado, Hilux are improved, if modestly.

DETERMINATION by Toyota New Zealand to enforce its eco virtue is helped by two latest models to adopt hybrid branding, albeit modestly.

The brand’s two stars of its showing at Feildays, the annual ag fest at Mystery Creek that has become a quasi car show in recent years, are the latest Prado and a fresh version of its well-established Hilux utility.

The pull for both is that they are promoted and badged for the first time as hybrids, on grounds both now run with a electric-assisted version of their predecessors’ 2.8-litre turbodiesel.

The powertrain for Prado and some Hilux is different now in that it now has a 48 volt assistance. This only facilitates with an automatic transmission; with Prado it also requires AdBlue additive.

The electric impetus is not to the same scale as that delivered by Toyota’s range of hybrid petrol cars, nor are the outcomes.

With the off-roaders there is no electric pure driving ever and the outputs with the new powertrains are identical to those from the old; with 150kW and 500Nm in either placement.

Toyota NZ boss Neeraj Lala says the models can only be offered due to the lower emission performance of TNZ’s broader range of models.

He also made a point of reminding the Palmerston North-based market leader has capped sales for Hilux at a maximum of 30 percent of its total annual vehicle so as to keep to a target of progressively lowering his make’s fleet CO2 average.

“Limiting sales of higher-emitting vehicles will help support the transition to a lower carbon economy.”

Data from Toyota New Zealand’s web page shows there is reason why buyers should not feel like social outcasts.

Figures to the WLTP-3 scale that is now expected by authorities has finally been made public and shows emissions and economy do improve, if modestly.

This shows the Prado has gone from an economy of 9.1 litres per 100 kilometres and emissions of 240 grams per kilometre to 8.7L/km and 230g with the set-up that is labelled V-Active in the big wagon.

That improvement in fuel burn might not be purely due to the 48v implementation; the new Prado has an eight-speed transmission and the old had a six-speed. Likewise, the Adblue enhancement should also affect the CO2 output.

In previous years, Toyota has suggested the Hilux can emit as low as 220g/km; but that appears to be from assessment by a now outdated scale, NEDC.

The data for the hybrid powertrain cites emissions of 231g/km; which seems more logical as it is lineball with Prado. Hilux economy also sharpens to 8.7L/100km, the same as the big wagon.

The sole automatic Hilux without hybrid is the GR Sport, the variant with the highest power and torque output, 165kW and 550Nm.

The price for that also shows in it using more fuel, 9.5L/100km, and expressing more smut, 252g/km.

Conversely, the hybrid Hilux is still shown up by the manual 2.8-litre, which in doublecab SR5 form delivers optimal readings, again when using WLTP-3, of 8.5L/100km and 226g/km, according to the TNZ website.

The best performer in the segment remains the Ford Ranger biturbo four-cylinder 2.0-litre diesel in the XL, XLT, Sport and Wildtrak.

It burns fuel at a rate of 8.0-8.3L/100km and also emits 211-218g/km. The biturbo also presents in Euro 5 and Euro 6 formats, whereas Hilux and Prado are Euro 5.

Toyota’s system comprises a 48V electric motor generator, a lithium-ion battery and a DC/DC converter which enables a stop/start system.

TNZ’s determination to label the Hilux a hybrid is at stark odds with the brand in Australia, where it was decided to steer away from that association on grounds the ute hadn’t the same Green credential as the make’s cars.

The Hilux is on sale now, but Prado is not coming into the market until October. TNZ secured a display example - it’s the $103,990 Adventure - from Australia to ramp up interest in the new range, which spans four derivatives, one more than before, and comes with price increases.

Market leader TNZ was the first distributor to commit to the previous Government’s Clean Car strategies and has stuck by its vow to aim to achieve the lowering annual CO2 fleet average count, even in face of signals from the new National-led coalition that those targets could yet be abandoned. The Government has already diluted Clean Car, by abolishing rebates for sub-$80,000 NZ-new electric cars and PHEVs.

Hybrids, which are TNZ’s stock in trade, also received a rebate until the Clean Car Discount rules were revised from July 1 last year.

TNZ’s eco effort at Feildays included its site being powered by a generator running on hydrogen. It uses fuel cells similar to those in the Mirai, the brand’s hydrogen car, which it has trialled in NZ, but doesn’t sell here.