Rugged, versatile, capable off-road and good at towing. Anything else you need?

 Price: $59,990.

Powertrain and economy: 2.8-litre turbodiesel four-cylinder, 150kW/500Nm, six speed automatic transmission, part-time four-wheel drive, combined economy 7.6L/100km, CO2 201g/km.

Vital statistics: 4795mm long, 1855mm wide, 1835mm high, luggage capacity 200 litres in seven seat configuration (716L in five), 18-inch alloy wheels.

We like: Improved performance, spec upgrade, seat comfort.

We don't like: Poor third row seat design.

 THAT old saying about how ‘they don’t make ‘em like they used to?’ 

Wrong. They still do. It’s just that they don’t make quite as many. 

Ute-based wagons that can do the proper off-road stuff haven’t been thick on the ground for some years. Five years ago, when the Toyota Fortuner showed, there were just … five. 

And now? Well, on picking up the facelifted edition of this Hilux-derived seven-seater, it seemed only right to take a moment to spare a kind thought for one big competitor now gone from the scene. Rest easy, Holden Trailblazer.

With the current-day SUV boom having swung so obviously toward relatively soft, more car-like high-riding options, it’s such tough terrain out there for these rugged models you might have cause to wonder how long the ute-derived action heroes have left.

 It so, rest easy. This is a type proving hard to kill. A new-generation Isuzu MU-X. The new one – derived off the latest D-Max, naturally - is just months away from release and, while the potential of another Triton-spawned Pajero Sport under the new Mitsubishi-Renault-Nissan cabal seems perilous, another Ford Everest derived from the next Ranger line seems probable, regardless the ute that’ll be the basis will deliver as a partnership with Volkswagen, which probably has no need itself for an Everest of its own.

Toyota also seems set to continue down this track, simply because it has a particularly strong history when it comes to making hard-core off-road SUVs. Whereas some brands can front with just one family four-by-four at its most fundamental, Japan’s No.1 has three contenders, the other two coming from its well-regarded Land Cruiser division.

Regardless that it’s Hilux-derivation lends it a different DNA, it doesn’t seem wrong to consider the Fortuner as a cheaper alternate to the Land Cruiser Prado or the upcoming 300-Series big boy wagon, given it also delivers as a proper off-roader, a tough-as-nails workhorse that blends a modicum of urban comfort with proper skills off the beaten path and has the ability to confidently and consistently tow loads.

How much store a consumer puts into that toughness is always a matter of conjecture; we’ve all seen those Queen St tractors that have never touched decent dirt.

Yet, if you do have a need for it … well, as much as super-slick car brand marketing spiels might leave impression that all-wheel drive crossovers and more hard-out four-wheel drive are capable of the exact same feats, we all know that, in reality, one would get stuck before the other even broke a sweat.

In that light, the refresh for the Fortuner presents an intriguing proposition.

Make no bones, what you get now is still what you had previously – a vehicle that is patently built to sustain a properly rough life. It’s still far removed from ‘lifestyle lite’ so cannot really be considered a diesel equivalent of the Highlander. Same general dimension, yes, and commonality in seat count, but otherwise each plays to a very different crowd.

And yet the 2021 update that rocks in with the choice of a base GXL and – as tested – a more plush Limited trim does deliver a more honed Fortuner.

The additional refinement in ride, driving feel and a big improvement in interior presentation seem to reflect concession by this maker that it has to work more strenuously at bridging the gap between a hardcore off roader and a passenger car.

Thinking that sounds so Hilux familiar? Well, it always stood to reason that all the updates meted, to such tremendous positive effect, to the legendary ute would transfer across to the wagon that rolls off the same production line at Toyota Motor Thailand’s Samut Prakan plant.

Accordingly, then, you’re encountering the updated 2.8-litre four-cylinder turbo diesel engine which boasts an additional 20kW of power, taking it to 150kW, and 50Nm of torque – so, now, 500Nm - achieved through modifications to the cylinder block, pistons, turbocharger and cooling system.

Combined with a new variable flow control (VFC) power steering system the revised engine contributes to reduced fuel consumption. The combined cycle test figure falls from 8.6L/100km to 7.6L/100km.

So far, so ute. Yet, of course, only so far: Sheet metal-wise, the swap-ability really only occurs forward of the A-pillar, and even then not totally. From thereon back the wagon and ute are clearly different; not just in what you see. The Fortuner’s rear suspension is utterly redesigned, too, being a relatively sophisticated four-link design.

 Back to that later. Slipping into the wagon’s cockpit, there’s a lot of similarity yet very little absolute sameness. In Fortuner, other new content includes a new touch screen, enlarged to eight inches (so, up one inch),.which benefits from the long-awaited introduction of Apple CarPlay and Android Auto, wired rather than wireless. The instrument cluster and multi-information display have been revised with new information displays including front wheel turning angle.

Both Fortuner variants gain parking support alert, which includes two front and four rear parking sensors to further beef the already comprehensive Toyota Safety Sense package. 

There are styling changes for the grille and lower frontal treatment and the Fortuner colour choice has been expanded with Emotional Red, as seen here, becoming a new choice.

It’s the perfect finishing touch for a model whose exterior aesthetic is also lifted by it sporting 18-inch alloy wheels in a fresh style. Take in some facelifted exterior features, and it’s enough to leave impression this MY21 is noticeably different from the outgoing model, regardless that the major design references – most notably that somewhat seismic window line kink behind the back doors – remains embedded. 

Notwithstanding that everything above makes positive difference, what really puts Fortuner in a happier place is the pricing that’s a lot more sensible than it once was. Can you believe Toyota once asked $78,990 for this specification?

For sure, with leather interior trim, heated front seats, a power adjustable driver’s seat and premium 11-speaker audio, the Limited makes some attempt at premium, but the original sticker was ridiculous. Fortunately, the numbers moved down during the first gen line’s time, and a long way, so even though the base edition has gone up $2000 and the Limited by $1000, both are now far more sensibly placed.

So, anyway, how’s your interest level? Mine certainly rose during the test. Realistically, any full Fortuner test requires mud diving, distance driving and – as the boost in power also sees the towing capacity increase from 2800kg to 3100kg – hanging a decent load off the hook that Toyota’s press department thoughtfully thought to add.

While the vehicle certainly was run off the seal, I’ll say now that it was steered clear of a full wild side experience. I’ve been properly adventuring before in this model, though, and know it’s undeniably impressive, with excellent approach and departure angles (virtually line-ball with Land Cruiser product), low-range and driver-assistance features such as hill descent control and hill-start assist.

On this occasion much of its time was spend on another duty that conceivably would be just the kind of thing that a potential owner might undertake. As I see it, the buyer profile for something like this is someone looking for a no-nonsense chariot to handle the duties of midweek family and weekend fun.

So, getting my Mazda MX-5 race car to and from a weekend meeting at Taupo’s Bruce McLaren circuit seemed just the right kind of job. I’d originally planned to use our Skoda Karoq but, well, when the keys to a larger, roomier and more muscular vehicle are thrown your way … 

Around 250kms each way, both roadies taking around four hours – breaks included – and a bit of messing about at either end gave plenty of opportunity to get to know this vehicle.

First up, the primary duty was a cinch. You know how some loads don’t even feel as though they are there? Assured, that was the case. A single axle tilt trailer toting a car weighing less than 900kg – plus the boot being loaded with race gear, including toolsets and two spare wheels - was no challenge whatsoever. Coming out of the Manawatu, I chose to stick to the least rigorous of three potential routes, but really that was for comfort.

There are still big ascents on the major arterial and, really, not they were any issue for the drivetrain. The 2.8 always felt as though it had plenty of grunt; it genuinely feels perkier and more responsive to throttle inputs than before and is now quieter also, even when asked to dig deep. Which didn’t happen very much; generally, it just rode on a massive torque wave generating nicely at around 2000rpm. It felt really comfy running at the 90kmh legal towing limit though you needed to keep a weather eye on the speedo; I found it could easily pick up pace without any discernible change to engine note, gear position or even rev counter position. Yup, it’s muscular. 

Throttle tuning can also be adjusted via the Economy and Power buttons near the gear shifter, if you want it to feel a little more loose or tight. Basically, I found Power was barely required, save for when there was need to overtake. 

The new level of zest seems to be agreeable to the gearbox. Toyota retaining a a six-speed Aisin unit that’s mostly a carryover from the previous generation might seem out of step when others are starting to go to more cogs, but shifts were smooth and it didn’t seem to get caught out on those few occasions when the right foot was fully planted. 

Given it was towing for such a significant period, I was prepared to give Toyota’s claim of an 11 percent improvement in fuel economy plenty of slack.

However, while never showing interest in coming remotely close to the claimed optimal of 7.6 litres per 100km, given what it was being asked to do and the the average of 10.5 litres per 100km seemed fair. The decent fuel tank capacity meant it was only refuelled on the day of the drive home and, even then, the keys were handed back with plenty of juice still aboard.

Even when it’s in utterly unencumbered format the Fortuner is not one of those SUVs to which any ‘car-like’ descriptive can be easily attached to.  It drives respectably for a ute-based SUV and is certainly not cumbersome, but true nimbleness is not particularly evident. The high centre of gravity, hefty mass and ute-based chassis mean there is noticeable body roll through corners. So it’s a vehicle that does best when driven in a relaxed, measured way.

One factor worth keeping in mind is that Fortuners have part-time four-wheel drive. All-paw traction is a great asset when towing but the brand recommends against it; instead suggesting rear-wheel drive for sealed roads and restricting the dual range 4WD for soft or slippery surfaces. I always think that leaves a grey area. Do they mean outright mud or could it mean a sealed road made slick by rain or ice? Hard to say. But, anyway, even on dry seal, it’s prudent to bear in mind the previously mentioned factors and that it’s putting all the oomph through rear wheels shod with all-terrain tyres.

All the same, I’d say the steering has benefitted from a new variable-flow hydraulic system – out on the open road it has a more natural feel and, around town, it lightens up enough to improve manoeuvrability (though to a point; any tight parking requires consideration for the sheer mass).

Having opportunity to run it in unladen mode before filling it full of race stuff showed the ride is also improved. Tuning for comfort and great bump absorption might be at expensive of athleticism, but it’s surely the right way to go for a vehicle of this nature. That it has more yield than a Hilux is only to be expected; the ute’s on load-carrying leaf springs, remember, whereas Fortuner has a more complex coil spring arrangement. Plus, it puts more unladen weight above the rear axle.

Loading the thing up also softens the ride. I hadn’t intended to take too much stuff away – we’re a tight crew in the MX-5 racing category so I figured I could borrow a jack and axle stands if needbe.

Yet thought that I could get away with just filling the boot and leaving the second-row seat free was quickly dashed. As large as the Fortuner is at the kerbside, it’s just not as commodious inside as you might think.  

Maker-provided boot capacity figures are from floor to roof. Toyota quotes 200 litres’ cargo volume, increasing to 716L with the third row folded away, and 1080L with the second row folded too.

For my use, the boot simply wasn’t big enough to hold the largest items, two spare rims fitted with tyres, let alone anything else.

It might have been had the third row seats been removed. The Fortuner is old-school in having two individual chairs in the boot that fold up to each side. It’s nowhere as neat as systems that fold into the floor; even when stowed, the chairs take up too much valuable space. 

The lack of a clip on/off assembly reminds these aren’t designed for easy removal, though they can conceivably be unbolted. I was put off doing so as it  looks like a tricky job; getting them out is potentially a one man, five minute thing, but I doubt putting them back would be as they seem heavy and cumbersome.

Really, it would have been easier for Fortuner to have been delivered just as a five seater because, frankly, the rear pews are a joke for adult comfort and even access is awkward; you’ll need to load any rear-most passengers first, and let them out last.

But, of course, in marketing terms, the greater the seat count, the more alluring the vehicle. Even when the actual provision is pointless. 

Anyway, basically, the 50-50 split mid-row seat also flip folds so I had to put one side down as well, reducing the seat count to three, to get everything in.

In respect to all-round family comfort, everything comes back to how it’s been built. Basically, it’s a wagon body on top of a separate structure and that’s not as effective as the monocoque approach used by modern, car-like SUVs.

This, the rear suspension intrusion and roof line means the accommodation story is one of diminishing return any way. You sit quite high so, while those up front do fine, the middle row is more okay than expansive in vertical height – though tall types, because they’re perching above the rear axle, will notice how close their heads get to the roof linings. And the back rows? Well, you know the answer.

It shows its age in other ways, too. For instance, the lack of power outlets up front. Only one USB and one 12V feels underdone, especially for a family car these days. But then, is it really that?

 Describing the Fortuner as a wagon in which the truck genes show through is probably being more accurate about its market position.

 It’s a heritage ride, which could even relate to those with memory of the Toyota 4Runner (aka the Surf), which came out in the 1980s and, likewise the result of putting a wagon body on the chassis of a Hilux ute. Some will say that makes it dinosaur, others will argue it is a modern and very honest iteration of a ‘proper’ SUV.