Toyota NZ acknowledges vehicle supply issues

No quick fix for stock constraints, market leader warns.

the rav4 hybrid is among models that have become subject to delivery delay

WILL other brands lose reluctance to steer clear of acknowledging how affected they also are by an increasingly obvious problem – diminished new vehicle availability – now that the market’s biggest hitter has opened up about its own situation? 

That rhetorical becomes more valid with Toyota New Zealand’s concession that delivery times for popular models are slowing, to the point where orders are taking more than a month to fulfil.

The Palmerston North-based operator, which still accounts for one quarter of all new passenger vehicle sales nationally even after been hit hardest by the rental car business freeze, has stopped short in comment issued yesterday of being too specific about which model lines are being affected and for specifically how long in respect to individual types.

However, two models it has given as examples of being subject to hold-up – the RAV4 Hybrid and the new Hilux – are among its biggest stars and it has also cited that most of its popular vehicles are subject to some degree of inconvenience.

It also suggests an average wait time of six weeks between orders being lodged and fulfilled is often normal, that deliveries up to March, 2021, are impacted and there is potential for delays to continue until the middle of the year.

“The effects of Covid-19, closed borders and delayed shipping and logistics into New Zealand are severely impacting all operational areas of our business,” says chief executive officer Neeraj Lala.
 
“We have seen greater than a 30 percent reduction in our new and used vehicle sales due to the closure of the borders, and we are forecasting a minimum of 10 years impact to our overall value chain including reduced parts and service.”
 
As much as coronavirus-influenced supply chain disruptions and congested ports are the main cause of vehicle supply delays, TNZ these issues are also exacerbated by high global demand for new Toyota vehicles.

 
There is also further disruption in logistics with global shipping delays impacting new vehicles, used vehicles from Japan and parts, which has an effect on delivery schedules here.
  
Lala says the company is enormously grateful customers are showing patience but accepts that on-going delays will impact future sales as customers become frustrated.
 
“We are doing everything we can, but global demand and supply restrictions combined with shipping delays are fuelling customer frustration. We are providing customers with updates as often as we can but these timeframes are fluid.”
  
“We currently have 3,297 retail orders as at the end of November, which is a good position for Toyota New Zealand to be in but that means 72 percent of vehicles arriving in the country are pre-sold which is unprecedented for Toyota as demand for low emission hybrids continues to surge,” he says.
 

Kia scores big during troubled October

Kia took control of passenger car sales last month, its Sportage and Seltos respectively accomplishing first and second places for registration count.

KIA SELTOS ENJOYED A STRONG MONTH. The larger Sportage did even better.

KIA scored a notable triple win during October, its compact and medium sports utilities achieving as the biggest-selling vehicles, and the brand coming out on top in total passenger registrations.

October market statistics supplied by the Motor Industry Association today show the Kia Sportage was the most popular passenger vehicle in October, with 488 sales, followed by its smaller brother the Seltos, with 471.

That was sufficient to allow the Korean brand to achieve a total of 1276 passenger vehicle registrations for the month, knocking long-time leader Toyota, which achieved 1117 sales, into second place.

It all represents a big turnaround in a 2020 new passenger vehicle scene that up until now has been dominated by the Toyota RAV4.

In September, for example, the Toyota achieved 464 sales – whereas the Sportage and the Seltos each accrued about half that. In October, however, RAV4’s sales dropped to 291 units.

There was better news for Toyota in the commercial market, where the new Hilux moved into first place with 731 sales, knocking the previously dominant Ford Ranger into second. It achieved 686 sales.

the updated toyota Hilux appeared to score well in its first month of availability, bumping out Ford’s Ranger as the country’s favourite utility.

Both utes finished the month comfortably ahead of anything else – third place was taken by the Mitsubishi Triton with 282 registrations.

Toyota also remained the overall new vehicle market leader with a 17 percent share in October via 2070 registrations, followed by Ford with 11 percent and Kia with nine percent. And it remains dominant for the entire year to date thanks to a 17 percent share – well ahead of Ford on 10 percent.

October’s total new vehicles registrations continued their downward trend for 2020, coming in at 20.6 per cent below October last year. A total of 11,876 vehicles were registered, down 3089 units on the same month last year.

“Year to date the market is down 23.5 per cent, which is consistent recent months’ data confirming our expectations that 2020 will finish about 25 per cent down on 2019 volumes, said MIA chief executive David Crawford.

The top 10 most popular vehicles in October were: Toyota Hilux, 731 sales; Ford Ranger, 686; Kia Sportage, 488; Kia Seltos, 471; Toyota Corolla, 315; Mitsubishi ASX, 292; Toyota RAV4, 291; Mitsubishi Triton, 282; Mazda CX-5, 279; Suzuki Swift, 232.

Shark attack: Hilux Mako seeking prey

Toyota can scent blood in the water … and it’s hungry to eat the opposition.

UP to 250 units a year, perhaps even 400 if the market returns to pre-Covid health.

That’s the annual volume prediction Toyota New Zealand’s boss Neeraj Lala has cited for the new top model of the Hilux range, that he helped configure and personally named.

Hilux Mako is a $79,990 re-engineering of the $58,990 SR5 Cruiser doublecab that, until today, was thought to be the market leader’s flagship variant in the refreshed 2020 line launching to the public on Thursday. It’s auto only and the 2.8-litre engine remains in its standard tune, but a lot else changes.

An entirely New Zealand-devised, designed and built creation, that will be built to order at TNZ’s Thamese vehicle operations plant, Mako is obviously tougher-looking than the donor – or any other ‘mainstream’ Hilux – and that’s not just for show: It’s prepped for tougher terrain as well.

Lala says the Hilux Mako will be the ultimate bespoke ute, for customers who want a fully kitted out Hilux.

“We’ve taken a great truck and added some kiwi-muscle and flair. I’ve had lots of direct feedback from customers, and they wanted more power, a better ride and premium interior comfort – the Hilux Mako delivers on all those requests.”

 “From my experience in the US with the Scion brand, customisation was the backbone of forming an unbreakable bond with customers. In fact, customers would go to extreme lengths, some legal and some even illegal as they really pushed the boundaries of customisation,” says Neeraj.

“We have pushed the boundaries under the careful watch of local Toyota engineers to produce a unique bespoke truck that I think customers are just going to love..

Toyota will build a few Hilux Makos for demonstration purposes, but every vehicle will be custom-built for the owner.

Customers are able to place their orders now for the vehicles to be built and delivered in the first quarter of next year.

The edition has 18 inch matte black alloy wheels with Maxxis Razr off-road tyres, fender flares, tinted front windows, a replacement front bumper steel bulbar, and a replacement rear heavy duty bumper.

To improve comfort and control – both on and off road – the suspension is upgraded with ARB’s Old Man Emu BP-51 shock absorbers. The BP-51 high-performance by-pass shock absorbers have user adjustable compression and rebound damping control. They provide optimal performance for challenging terrain, towing or carrying loads.

Also, to improve control, the brakes will be upgraded with larger diameter front discs. The brake lines also get an upgrade to stainless steel braided lines that help increase hydraulic pressure on the pedal and the feel and feedback, improves safety, and are more durable in harsh conditions than standard rubber lines.

 Inside, the Mako receives airbag-compatible custom sports leather accented front and rear seats with unique seat stitching and headrest branding.

Underpinning the accessories will be the latest 2021 SR5 Cruiser with its more powerful 2.8L turbo diesel engine, the latest in Hilux safety features and smart phone connectivity. 

The only option is a $1500 towbar/rear tow hook kit.

Hilux 'hammer time' - a hero is rising

EXCLUSIVE: An extra-hardened Hilux for Kiwis is set to be unveiled today.

Toyota New Zealand’s new boss Neeraj Lala has often spoken of his desire to deliver a Hilux equivalent of the performance utes rivals offer - will he deliver today?

PREPARE to meet a ‘hero’ Hilux that will not only overshadow the extra-hardened editions just released across the Tasman but will also prove tougher than any rival brands’ offers.

That’s the vow made by Toyota New Zealand’s chief executive at an introduction to the updated model line, which goes on sale the day after tomorrow. 

Journalists on a drive programme today that takes them from TNZ headquarters in Palmerston North to New Plymouth have been promised sights along the way will include a specially-fettled double cab model additional to the range already announced for public use.

Lala says the mystery truck set to be unveiled at midday is a hero model quite unlike any offered here before that will become a permanent fixture in the family.

He further vows: “It will be the best halo truck on the market at the moment.”

That’s quite a gauntlet throw down when one of those adversaries is the Ford Ranger Raptor. Is it possible for Toyota here to really create an equal when the major re-engineering process that went into Ford model obviously isn’t on the cards? Hard to believe. We’ll find out soon enough. Watch the MotoringNZ Facebook page for updates.

Certainly, it’s possible to monster up a Hilux. The confirmation of a new image-maker comes just a day after Toyota Australia, which claims to be the architect of all the major improvements that arrive with the 2020 mid-life update, has shown off its own specially-crafted hardcore editions.

The degree of commonality between the Hilux Rogue and Hilux Rugged X that our neighbours are taking and the machine heading to Kiwi customers will become more obvious by tonight. 

are Australia’s latest Rogue (left) and Rugged-X derivatives, revealed just yesterday, pointers to what Toyota NZ can achieve?

However, New Zealand would not be ill-served were we to pluck some of the content enjoyed across the Tasman.

They deliver new features including a motorised remote-control tray roller shutter for the Rogue and a steel front bumper with integrated LED light bar for the Rugged X, which as the name suggests is the more off-road-oriented of the pair. 

The latter also comes with heavy-duty front springs, a snorkel with reversible head, plus red-painted front and rear recovery points and heavy-duty rock rails (aka side steps).

There’s a unique sports bar at the back with multi-purpose attachment points, along with a moulded tub tray, tailgate protection and a heavy-duty rear bumper with an integrated step.

While Lala was coy about letting out too much info about the Kiwi model, he has has made clear before of his intent to use high visibility editions to polish the one-tonne model’s reputation and enhance sales.

Conceivably, these will be created as Australia’s have been. So, base vehicles are produced in Thailand and then kitted out with additional parts locally.

Logically that will happen in Thames where the former Toyota car plant has been repurposed as a refurbishment centre for used car stock under the Signature Class banner.

TNZ has already shown talent for dressing up the current generation Hilux – it has previously delivered versions with Toyota Racing Development guise and also created an extremely pumped one-off for the 2017 national Fieldays, called the Gladiator.

At the moment, the lineup is topped by this SR5 Cruiser doublecab, an almost $59,000 proposition. Raptor plays in the $70k zone … so, room for Toyota to move up.

Further, at a briefing last night, TNZ’s general manager of parts and service, Spencer Morris, outlined how popular factory accessories are with Hilux owners.

“No-one ever seems to buy a Hilux without ever wanting to accessorise it,” he said. 

The desire to add extras is good business; last year TNZ sold $30 million worth of bolt-ons. That taste is sure to be satisfied with the new model, with has 300 accessories available.

Regardless that it wants Hilux to achieve a market-leading profile, TNZ continues to downplay any desire to return the Hilux to achieve sector leadership, a title it held with ease for more than 20 years until the pesky Ranger turned up. 

Hilux has been class runner-up since 2016 and its popularity against the Ranger’s has seemed to widen most years.

It was well beaten last year, with 7126 registrations against Ranger’s 9483, and looks set to stay in the No.2 spot this year as well, barring a surprise upset.

Year to date, as at the end of August, the Toyota model has taken 3725 registrations against 4961 for the Ford in the same period. 

Toyota conceivably has a chance to get back on top next year, as that is when Ford ends sale of the current Ranger and swaps to a new model that becomes a co-share with Volkswagen. Ford is leading that project, so the new Amarok will be a Ranger in engineering though probably not in look.

The 2020 Hilux presents as a hefty mid-life refresh that will likely see it through until potential replacement, in perhaps 2023 or even later.

The latest enhancement delivers more equipment and more grunt and also improves the dynamics and resolves diesel a particulate filter issue that might have blackened the reputation of the mainstay 2.8-litre four-cylinder turbodiesel engine.

Development and evaluation of this engine is in latest state of tune means it now develops 150kW and up to 500Nm with a recalibrated six-speed electronic automatic transmission (and 420Nm with the six-speed manual).

That work, along with retuning of the suspension and steering, was conducted in Australia, in collaboration with teams from Japan and Thailand, as well as representatives from other markets.

The 2020 Hilux also has the usual full range of electronic braking and traction-control technologies, emergency stop signal (hazard lights), reversing camera (pick-ups), seven airbags, and seatbelt reminders for all seats. On double-cab variants, the rear seats have two top tether anchors and two ISOFIX points.

Downhill Assist Control is standard on all 4x4 SR5 variants and 4x4 automatic SR double cabs (including cab-chassis).

Toyota Safety Sense technologies in Hilux run to pre-collision system that can also detect pedestrians (day and night) and cyclist (daytime); high-speed active cruise control, and lane-departure alert that offers steering assist (via the brakes) to prevent unintended wandering into another lane. Road-sign assist can now recognise speed advisory signs. New for SR5 double and extra-cab pick-ups are front and four rear sonars to support parking. When the system detects objects, it alerts the driver with a buzzer and a message in the multi information display.

Toyota NZ has launched with 18 Hilux variants, evenly split in rear and four-wheel-drive.

The rear drive models start with a 2.7-litre Workmate single cab chassis with automatic at $28,990 and topping with a 2.8TD PreRunner SR5 Cruiser double cab automatic for $47,490. The cheapest have maintained price parity with their predecessors but others have increased in price by $1500.

The four-wheel-drive range is totally wed to the 2.8-litre and starts with a single cab chassis at $44,990 and tops with a $58,990 SR5 Cruiser double cab auto. All 4wd models are more expensive than their predecessors, the biggest increase being a $2500 hike for the SR5 auto.

Hilux to debut ‘DPF drama’ cure

It took years and huge effort here, but Toyota reckons it has finally smoked an emissions control issue dogging a core diesel engine.

Spencer Morris with the updated catalytic reduction system and particulate filter that will not only feature on the impending 2020 Hilux, Fortuner and Prado but will also become a retrofit for pre-face NZ-new examples of those models.

NO more white smoke, no longer a risk of a blackened reputation – that’s the expected outcome of a fix for an engine powering Toyota’s recreational and utility vehicle push.

 Toyota New Zealand is confident the refreshed version of the 2.8-litre four-cylinder turbo diesel progressively rolling out over the next few months – initially in the upgraded Hilux on sale imminently then its sports utility sibling, the Fortuner, and lastly the LandCruiser Prado - has reconciled an emissions technology failing that has affected examples of those models for some years. 

A remedy that has been on trial here since last year is good news for those customers who own pre-facelift examples of those cited vehicles, too, as the brand intends to retrofit these with the fix, as well.

Optimism voiced by the Palmerston North-headquartered brand’s technology expert and after-sales manager, Spencer Morris, that problems with the engine’s catalytic reduction system and the diesel particulate filter (DPF) intrinsic to its operation have finally been nailed has come along with frank discussion about how much time and effort – primarily here, ultimately in Japan - has gone into reconciling an issue that might have caused customer disquiet. 

the updqted hilux, now just weeks from going on sale, will be first to debut the big fix.

“It’s been a complex problem to solve,” Morris acknowledged.

“It has not been easy for us. We have had a number of Japanese visitors out to assess the issue and have had quite hard conversations about how to get on top of this.

“Every time we did something (remedial) the fail rate went down, but we never got a 100 percent cure until now, with a new DPF.”

Fitted between the engine and exhaust, DPFs collect soot and dangerous particles from diesel. 

Because DPFS, like any filter, only have a certain capacity the captured pollutants – some carcinogenic (meaning they can cause cancer) – have to be burned off, a process called regeneration.

All going well, the system will reduce particulate emissions by around 80 percent compared with your diesel-powered vehicle not having one, but the process requires the engine reaching a certain temperature and maintain it for the period of regeneration.

The system previously used by the 1GD-FTV 2.8-litre from 2015 until now has proven problematic in its original design, though curiously just within Australasia.

In saying that, while around 2000 New Zealand-new vehicles have returned issues, our market has come off lightly compared to how our neighbour appears to have fared.

The total count of vehicles showing issues here represents just 10 percent of total Hilux, Fortuner and Prado volume achieved over the past five years.

This suggests a much lower impact than is reported in Australia, where the issue has triggered a class action lawsuit, yet to be reconciled, on behalf of angry owners.

For its part, TNZ has determined to be highly proactive – not only will the updated models of the affected product have a new combined DPF and catalytic converter that provides resolution, but that part is also to be issued as a retrofit to all the vehicles it sold within the time frame where it has potential to become an issue. 

“Now we have a fix our intention to over time replace all of them. Our priority (to date) has been problem vehicles and we have pretty much worked through them.”

The redesigned DPF that Toyota Japan has created for the updated models coming soon has been trialled here since last year.

“We have fitted it to the very worst affected vehicles since last year that we couldn’t (previously) fix and it has provided a satisfactory fix … we’re very happy with the outcome and, more importantly, the customers were happy with the outcome.”

Morris reinforced that TNZ always took the issue seriously and was absolutely committed to finding a resolution as customer satisfaction was always the highest priority.

“We replaced some vehicles because we inconvenienced some customers so much. We had a number of attempts of fixing their vehicles and, in the end, we said ‘we have mucked you around too much.’ So the conversation went down the route of replacing.”

updated Prado is also due to take the refreshed technology.

What might have saved us could be the weather: Simply, the hotter the climate, the worse the problem seems to be. Also, it seemed less prevalent on automatics than the manual.

Says Morris: “From what I understand, this was not a global problem. It was very much our markets.

“Ambient temperature is an issue … we have certainly not seen it as a nationwide issue. The further north you go, the worse it seems to get.”

 However, it’s not the sole factor for failure. Another is a common challenge for all diesel powertrains with DPFs struggle to cope with: Long-term idling and vehicles being driven short distances and at low speeds also accelerated the build-up of particulate matter.

Either way, the Toyota problem at its worst was impossible to ignore; blockages and the tell-tales of foul-smelling emissions from the exhaust, poor fuel economy and greater wear and tear on the engine – culminating in copious output of white smoke from the exhaust.

Toyota’s first try to get on top of this was an update to the engine software, the introduction of a DPF custom mode, and a manual inspection of the DPF for built-up particulate matter.

When that didn’t deliver as hoped, the factory stepped up to adding, in 2018, a button on the dashboard for owners to be able to manually regenerate the system if it was not automatically doing so at the required moment.

This button remains as a fully factory-fitted item in the 2020 models, which also gain more specific software and hardware improvements that, the make says, further improve the way the DPF operate and how it regenerates. 

The button is a good back-up to the vehicle’s regenerative programming. “Automatic regeneration happens when the system determines it needs to be done, but it has to complete the cycle.

Some operators found that was an inconvenience, because the process requires a period of time to complete. The manual control therefore was better for them.

“If you’re operating in an environment where you don’t want it to regenerate during that time, you might prefer to action that process in a more convenient place. 

“But I don’t know if our issue was entirely about just the regeneration, because it’s not just a DPF – that’s all part of a catalytic reduction system and it also requires a diesel oxidation catalyst, a catalytic converter.

“The DPF and catalyst are one unit. Exhaust gas passes through the catalytic converter first and then the soot is captured in the DPF.

“There are a number of different system designs but what you’re basically trying to do is poke fuel into the exhaust and get that to do the burning.

“You can do it in a number of different ways. One that is not uncommon is to inject fuel on the exhaust cycle, so you’re not combusting it, but putting it down the exhaust pipe. 

“That’s problematic because it can also cause your oil to be diluted, and some brands have had that problem. We have had it in the past, on some used import vehicles.

“The Hilux uses a system that injects fuel directly into the manifold, using a fifth injector, and one of the problems we were having was seeing a certain amount of blockage in the oxidation catalyst. 

“That caused white smoke and is what Hilux became known for.”

How to fix this? That was a frustration.

“We had a number of counter-measures … we tried a number of remedies along the way, all of which we thought would work … but they worked for some cases, but not for others.

“Our fault rate diminished over time, but we didn’t have a complete fix, so we weren’t able to satisfy all customers. It was frustrating for them and for us.”

But, finally, a breakthrough. “We are pretty confident now we have solved the problem.” 

The end cost in dollars? Morris has no idea, but imagines it wouldn’t be paltry.

“It has been an expensive exercise but we’re all about ensuring people have a great customer experience. We regret that some people have not had a great experience in this case, but we have never given up.

“We have worked on solving the problem and stuck at it until it has been resolved.”

Meantime, as well as a resolution to this issue, the 2020 update powertrain also delivers a performance upgrade, with the engine now producing 150kW at 3400rpm and 500Nm at 1600-2800rpm when mated to the automatic transmission, whereas the manual transmission option develops a lesser 420Nm at 1400-3400rpm.

Crumpy spirit ... and the pride of Aussie

Everything good arriving with the update of a Kiwi icon ute is due to Ocker influence. Apparently.

 "I'M sure if Hilux could talk, it would definitely have a strong Aussie accent." 

Yes, he really said that. ‘He’ being Toyota Australia's general manager of product planning and development.

Rod Ferguson claims a one-tonner whose Kiwiness is a core sales strength here is “more Australian than ever.”

The comment is based on the high degree of development work behind the model’s mid-life facelift having been undertaken across the Tasman.

Now just weeks from national introduction, the updated line – whose NZ pricing was announced today - is core to Toyota New Zealand putting any effort into renewing effort to regain ute market leadership.

It held that position with ease for more two decades until the pesky Ford Ranger turned up and nabbed the crown more than half a decade ago.

Hilux conceivably has a chance to get back on top, not this year but perhaps in 2021, which will be when Ford ends sale of the current Ranger and swaps to a new model that becomes a co-share with Volkswagen. Ford is leading that project, so the new Amarok will be a Ranger in engineering though probably not in look. 

Toyota NZ has worked hard to cement Hilux as a Kiwi icon; that effort beginning in earnest in the 1980s with advertising involving total Kiwi bloke, Barry Crump.

Back then, too, it used to host Japanese engineers keen to understand what New Zealanders wanted from their utes. Occasionally, pre-releasing testing was undertaken here.

However, what happened then – and hasn’t happened here for years – pales into insignificance in comparison with the rework job of the current Hilux that Japan headquarters has entrusted to Toyota Australia. 

Detail of that project has been revealed to an information pack that has circulated to media across the Tasman. 

Ferguson claims his design and engineering teams were entrusted with undertaking significant styling, development and evaluation work that finetunes the international specification.

In other short, that means the Hilux coming to us is all thanks to them.

Ferguson says Toyota Australia played a considerable role in styling the exterior of the Hilux range, as part of an international team, to the extent they had transformed the styling to align it more closely with the global Toyota ute and truck family.

Engineers from the brand’s Melbourne-based operation had focused on evaluating and helping to develop upgrades to power and torque, suspension and steering.

The combined effort from the Australian teams – who worked extensively with their Toyota counterparts in Japan and Thailand – has delivered the bolder looks while offering even stronger performance, enhanced ride comfort and a more precise steering feel.

"Being awarded this project was a real feather in the cap for our team - and a tribute to the level of design capability we have at Toyota Australia," Ferguson said.

"In addition, our vehicle evaluation team was instrumental in the global development of the 2.8-litre turbo-diesel engine and improvements to the way it rides and handles across a wide variety of conditions," he said.

"I'm sure if Hilux could talk, it would definitely have a strong Aussie accent."

Toyota Australia's product design manager Peter Elliott said the brief was to develop a simple and strong athletic pick-up truck, a vehicle that was tough and genuine.

"From the beginning, our sketches investigated bold and tough themes that centred on a larger, more vertical trapezoid grille enhanced by an upper bonnet moulding and lower bumper components that lock into the grille surround," Mr Elliott said.

"The headlamps have been moved outboard and they now connect with the distinctly chiselled bumper corners, linking the design. We progressed through clay models and CAD, evolving the idea to be cohesive with the rest of the vehicle, while maintaining maximum visual impact.

"The final design was milled as a full-size clay model and shipped to Japan, where it was well received as a bold step forward with a strong Toyota DNA."

Development and evaluation of the 2.8-litre engine - which now develops 150kW and up to 500Nm with a recalibrated six-speed electronic automatic transmission (and 420Nm with the six-speed manual) - suspension and steering in Australia was conducted in collaboration with teams from Japan and Thailand, as well as representatives from ‘other’ markets. Presumably that means someone from Toyota NZ got to ride along.

Toyota Australia's vehicle evaluation manager Ray Munday said Australian road conditions cover more than 80 percent of the different environments around the world, and local customers are some of the toughest Hilux users.

Munday said higher engine output, particularly with a wider and flatter torque curve, had resulted in significantly improved acceleration, overtaking and towing.

Toyota engineers claim to have improved performance and fuel economy simultaneously by adopting a larger, heavy-duty turbocharger with a ball-bearing cartridge for exceptionally crisp and strong throttle response, and a new common-rail injection system with a higher maximum fuel pressure of 250 MPa.

Fuel economy is also said to benefit from a new combustion chamber that reduces cooling losses and more efficient exhaust gas recirculation (EGR) in the intake manifold. A water-cooled double-pipe pre-cooler results in optimum EGR gas temperature.

On SR and SR5, drivers can choose two modes: ECO which reduces throttle response in favour of fuel economy and reduces power consumption for heating and cooling; and POWER to provide sharper acceleration response for a more engaging drive on undulating and winding roads.

Munday said the six-speed automatic transmission had been recalibrated to allow earlier lockup for improved acceleration and cooling performance, especially while towing.

HE has also opened up about the suspension rework. The models introduce longer leaf springs to suppress road vibrations, wider spacing of the springs for stability while cornering under load, and revised attachment points to promote steering stability.

The 2020 facelift has resulted in retuning of spring rates, shock absorbers and suspension bushes as well as revised cabin mounts. These improvements are designed to deliver a more agile handling response and improving ride comfort, particularly when unladen on country roads and over speed humps.

"The ride comfort of the rear suspension has been noticeably improved when driving without a load. Importantly, the vehicle maintains the Hilux DNA of being able to carry heavy loads with excellent body control, both on sealed and dirt roads.

"We also confirmed that Hilux maintains its acknowledged off-road traction with the combination of high wheel articulation and traction control systems which have previously been tuned in the real-world customer conditions of Australia.

"In addition, we adopted a variable flow control power-steering pump to provide a more direct steering feel on narrow winding country roads and to reduce steering effort when parking."

Each part of the new package was tested in Australia to confirm that it met the performance targets in real-world customer conditions as well as on test benches and test tracks.

"Importantly, we were able to confirm the cooling performance was maintained in every test we could throw at it - including uphill highway towing with an ambient temperature well over 40 degrees.

"If a vehicle can survive the Australian customer and the Australian environment, it can survive anywhere," Munday said.

MotoringNZ has previously touched on the spread of driver assists incoming, but to remind it has the usual full range of electronic braking and traction-control technologies, emergency stop signal (hazard lights), reversing camera (pick-ups), seven airbags, and seatbelt reminders for all seats. On double-cab variants, the rear seats have two top tether anchors and two ISOFIX points.

Downhill Assist Control is standard on all 4x4 SR5 variants and 4x4 automatic SR double cabs (including cab-chassis). Toyota Safety Sense technologies in HiLux are: a pre-collision system that can also detect pedestrians (day and night) and cyclist (daytime); high-speed active cruise control, and lane-departure alert that offers steering assist (via the brakes) to prevent unintended wandering into another lane. Road-sign assist can now recognise speed advisory signs. New for SR5 double and extra-cab pick-ups are front and four rear sonars to support parking. When the system detects objects, it alerts the driver with a buzzer and a message in the multi information display.

By the way, Ranger fans who see this Aussie influence as something funny should stop smirking now. Their favourite truck underwent exactly the same process and will again, with Ford Melbourne having maintained its role as the Ford model’s primary development centre.

Toyota NZ proposes to launch with 18 Hilux variants, evenly split in rear and four-wheel-drive. The rear drive models start with a 2.7-litre Workmate single cab chassis with automatic at $28,990 and topping with a 2.8TD PreRunner SR5 Cruiser Double Cab automatic for $47,490. The four-wheel-drive range is totally wed to the 2.8-litre and starts with a single cab chassis at $44,990 and tops with a $58,990 SR5 Cruiser double cab auto.

Hilux unmasked - new look, more kit, extra grunt

Here it is, the updated Hilux. Would you trade a Supra for it?

 THEY’RE calling it the most technically-advanced ute ever offered by Toyota – so is that enough for the reinvigorated Hilux, unveiled internationally today, to at last wrest market leadership from its core rival, Ford Ranger?

Toyota New Zealand chief operating officer Neeraj Lala is understandably bullish about the updated variant, whose exact launch timing this year still has yet to be revealed, though Australia has signalled it will start receiving stock in August.

His enthusiasm is such that he has vowed to ditch his current company car, a GR Supra, for an example of the latest truck, which is incoming in four specification levels – Workmate, SR, SR5 and the range topping SR5 Cruiser, the latter available in both 2WD and 4WD and automatic only.

“I believe the performance of this truck is so good, I’ll be swapping out my GR Supra so we can tow our go kart trailer to my son’s weekend races. I can’t wait to see customers return to Hilux with this significant improvement,” says Lala.

Introducing two years after the ute’s last big refresh, the new line will also contain a special launch edition inspired by the recent success of the Hilux Gladiator. Lala says this edition, which he spoke to MotoringNZ about last month, will be “custom-built … for New Zealand customers and conditions.”

What isn’t mentioned in launch material is the variant some in the national media insisted was coming – though Lala always said it was not: A Gazoo Racing version, supposed with a twin turbo diesel.

So, what’s in store? Well, it’s a restyling exercise, with a bolder, tougher-looking exterior ‘on most variants’. And that  2.8-litre turbo diesel engine offers more power, achieves better cooling, resolves the diesel particulate filter issues and has better fuel efficiency than its predecessor. Ride comfort, towing and equipment levels also improve.

Maximum power has been increased by 20kW to 150kW – so, a 15.3 percent lift -  while peak torque on automatic models has been ramped up to 500Nm, which represents an 11.1 percent/50Nm improvement.

Fuel consumption also improves by up to 11.1 percent while tuned accelerator response delivers greater driver control. The six-speed automatic remains.

Suspension upgrades run to revised shock-absorber tuning, new bushings and improved leaf-spring design. Toyota claims a more comfortable ride, particularly over rough roads and with low loads while maintaining the model’s legendary off-road capabilities.

In 4x4 models with downhill-assist control, an additional traction control feature when using 2WD mode reroutes torque to assist grip in muddy or grassy conditions on worksites.

Towing capacity for automatic 4x4 variants has been upgraded to a maximum of 3500kg to match manual versions. On 4x2 variants, all diesel automatics are now rated at 2800kg, an increase of up to 300kg.

Revised exterior styling is intended to deliver a ‘tough, robust on-road presence’ that is intended to be more in keeping with the global Toyota ute/truck family. Particularly obvious is that large trapezoidal grille that dominates the front design and incorporates more pronounced horizontal elements that deliver a wider, more planted look.

Grille surrounds differ by grade while newly designed headlights are smaller for a "meaner" look and light clusters include LEDs on high grades.

Inside, all models have been upgraded to an 8-inch display screen with enhanced voice recognition and the latest smartphone integration functions, including the adoption at last of Apple CarPlay and Android Auto. Higher grades are also equipped with satellite navigation and digital radio.

A 4.2-inch multi-information display in the instrument binnacle incorporates a digital speed readout, among other new functions. Overseas reports speak of front and rear parking sensors, keyless entry and start, automatic air-conditioning and a nine-speaker JBL stereo system with an 800W eight-channel amplifier, plus accessories such as roller bed covers, a locking tailgate and a 12-volt power supply for the cargo bed.

Full NZ pricing and specifications are expected to be announced closer to launch.

Hilux future: NZ specials, hybrid … but no racer V6

An update is due for Toyota NZ’s top-selling vehicle five years into its model life.

BESPOKE versions of Hilux tailored in New Zealand are likely to be offered.

Production of special, perhaps even one-off, editions will be undertaken by Toyota New Zealand at its Signature Series facility at Thames, which started out as an assembly plant but now operates as a refurbishment centre for used import and ex-fleet and rental NZ-new product. 

The Palmerston North-centred national new vehicle sales leader says any such models would be to special order and specified above the current SR5 Cruiser.

What has inspired the programme is positive customer reaction to a flamboyant design study the distributor commissioned, chief operating officer Neeraj Lala says. 

Based on a 4WD double cab Hilux SR5 and unveiled at the 2017 Mystery Creek Fieldays, the Gladiator (below) carried around $65,000 worth of modifications and accessories. It remained in TNZ’s fleet for two years before being auctioned in December, 2019, the new owner being a Taupo man who bid $81,000 and also traded a Landcruiser in on it.

Says Lala: “We figure there’s an opportunity to do more of this. It’s taking Hilux back to its roots, because there’s long been a tradition of individuals doing big improvements their Toyota utes.”

Further information about the special edition programme is to be aired when TNZ also breaks silence on what is coming with a big mid-life facelift for the current generation Hilux. 

What’s set to arrive is far more extensive than the 2018 update that improved TNZ’s strongest-selling product in 2019, with around 7000 registrations. 

Toyota Japan plans an international announcement on May 21.

The upgrade is expected to include substantial cosmetic changes plus a re-powering of the 2.8-litre four-cylinder turbodiesel, which currently develops 130kW of power and 450Nm of torque in automatic form and 130kW/420Nm in manual, and revisions to improve the diesel particulate filter.

It is also expected to receive mild revisions to the interior that will include an upgraded infotainment system that includes Apple Car Play and Android Auto.

Lala says he can offer no comment until May 21, explaining “we are bound by an embargo. 

What has particularly excited media are renderings that have been bounced around the internet for weeks that appear to expose the facelift design.

Purportedly sourced from an independent global Toyota exporter, Milele Motors, and based on leaked internal documents, the images suggest the upgrade delivers new LED headlamp design, a larger front grille inspired by US truck styling and revisions to the Hilux’s rear, plus new 18-inch alloy wheels at the high end and 17s for the outright workhorses.

Beyond those images, there has been further intense speculation that Toyota is also entertaining with this update a new GR – for Gazoo Racing – variant featuring a twin-turbo V6 diesel making perhaps 200kW/650Nm if not more.

One national provider has become particularly fixated, with speculation repeated as recently as yesterday, apparently based on musing published by an Australian online outlet. 

Fake news?

“New Zealand is not going to get a V6 twin-turbocharged diesel-powered Hilux ute,” says Lala.

The NZ outlet’s stories have resulted in TNZ’s call centre being hit by inquiry from customers asking what other information was available. Lala wishes the writer would simply pick up the phone and talk to him.

One big drivetrain revision that is set to involve with the current ute, but won’t be included in the facelift, is adoption of hybrid technology.

“We’re committed to focussing on lowering exhaust emissions throughout our vehicle fleet, and that includes the Hilux ute,” says Lala. 

“So far Toyota Motor Corporation has produced 15 million hybrids, so we know how to build them.

“In New Zealand we are already selling hybrids that can tow – the RAV4 SUV – so it’s no big step to acknowledge that a hybrid will feature in the current model lineup some time in the next 12 to 18 months.”

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Man draws ute, media goes nuts

Everyone loves a good ute. Does the Tarlac meet those tastes?

FOR the past couple of years, anyone gloating about their new car might, in reality, be talking about something taller, heavier and – despite all the mod cons – less polished.

Despite new car registrations having faltered a touch in 2019, utility vehicles continued to dominate, with the Ford Ranger and Toyota Hilux the top two selling vehicles, with 9486 and 7126 sales respectively.

Demand tapered off by the December quarter and no-one’s yet brave enough to bet on how many might be sold this year. 

But chances are the ute – and by that we really mean well-trimmed dual cabs, since they account for the bulk of interest - sector might yet recover more quickly from the Covid-19 pandemic’s impact than the general passenger car market.

They’re so strongly entrenched. Also, if and when recovery comes, it’s going to be led by builders and farmers – two key buyers of utes.

What might also stir up interest is that this is the first if several years when traydeck turnover occurs. As in, model cycle change. Some are set to be rebirthed and most of the others are going to be refreshed.

Isuzu’s reskinned and re-engineered D-Max and its new under-skin twin, the Mazda BT-50, are coming out this year. We expect to see another radical revision for the Hilux. In 2021 comes the successor to the mega-hit T6 Ranger, retiring after a decade on the job.

A conjoined effort with Volkswagen and likely to be the last Ranger designed and engineered fully in Australia, the next one runs on a new version of the current platform and is expected to add a pair of turbocharged V6 engines added to the line-up; a 24wk@ petrol and a 187kW diesel. And hot on its heels, the Amarok – still a German product despite the Aus-shared influences.

And there’s another, also eagerly anticipated …. 

So, anyway, today’s images are of the Tarlac.

 Hyundai’s dual-cab ute has been in the works for an eon, but finally the wheels are set to be rolling. And instead of one kind, it’s becoming increasingly likely there will be two 

America is being targeted as the primary recipient for a load-lugger that will retain the name, and much of the look, of the Santa Cruz concept shown in 2015. This will come out of Hyundai’s plant in Alabama in 2021. The Santa Cruz will differ from other dual-cab utes as it will be built with a monocoque chassis.

However, Hyundai has also confirmed it also has a traditional ladder-frame light commercial vehicle is in development. Costs of this one shared with sister company Kia. This yet-unnamed model is expected to become available in 2022-23.

So what will it look like? Well, an industrial designer in the Philippines reckons he has a pretty good idea.

Enoch Gabriel Gonzales has fired up motoring sites all over this part of the world by publishing numerous images of a virtual model whose configuration is based on the few published images of the actual vehicle when it’s been snapped when out testing.

Given the real thing has always been heavily disguised, how confident can we be that his Tarlac – named after a province located in the Central Luzon region of the Philippines – is a good representation?

It’s a good question. Gonzales does admit that the workhorse he’s envisioned has a more traditional body shape than what the spy photos suggested. But he also claims to have remained faithful to Hyundai’s current design language.

The fascia is inspired by the Santa Fe sports utility and its bigger brother, the Palisade, which is expected to come on sale here at the end of the year.

Beyond that, he has designed Tarlac to look like a natural competitor for Hilux, Ranger and Mitsubishi’s Triton.

Regardless, let’s not forget this. There’s nothing official about the Tarlac. Gonzales is clearly a very good designer, but he doesn’t work for Hyundai.

A fact that seems to have escaped all the media who have used the images and allowed their imaginations to run wild. But, granted, there are excellent renditions.