The plush edition of this toiler accounts for almost half of Hilux volume. So it needs to be good.

Price: $58,990

Powertrain and performance: 2.8-litre four-cylinder 16-valve turbocharged diesel engine. 150kW/3000-3400rpm, 500Nm/1600-2800rpm. Four-wheel-drive. Combined cycle fuel consumption 7.9L/100km (claim), 9.3L/100km (road test).

Vital statistics: Length 5325mm, height 1815mm, width 1900mm, wheelbase 3090mm. Wheels: 18-inch alloys with 265/60 R18 Dunlop Grand Trek PT tyres.

We like: Comprehensive safety and driver assist features and improved response from the upgraded diesel engine. Larger touchscreen and long-awaited addition of Apple CarPlay and Android Auto.

We don’t like: Unsure if the claimed fuel consumption improvements are achievable.

IT WAS a very brief reign for the 4WD SR5 Cruiser as the flagship of Toyota’s upgraded 2021 Hilux range.

From an evening press conference till afternoon tea the next day the SR5 Cruiser was king of the hill in the Hilux family.

Then the Raptor-hunting Hilux Mako arrived from out of the sky – slung below a Blackhawk helicopter – and immediately the SR5 Cruiser seemed like just another Hilux.

Only available in Double Cab configuration with an automatic transmission, the SR5 Cruiser is positioned to showcase the full extent of 2021 upgrades across the Hilux range.

It’s only in partnership with the six-speed automatic transmission where the latest 50Nm torque boost to 500Nm from the 2.8-litre diesel engine is available.

And it’s the double cab configuration which benefits from the full scope of suspension upgrades that deliver noticeably more settled medium-speed and highway ride comfort.

In spite of a $2500 price increase the MY21 SR5 Cruiser still finds an important sub-$60k price position at $58,990 (including on-road costs and the other benefits of Toyota’s Drive Happy programme).

Other aspects of the MY21 upgrade have seen the 4WD SR5 Cruiser specification boosted with the introduction of a nine-speaker JBL audio system, an auto-dimming interior mirror, stylish blue ambient lighting in the door trims, new matte and piano black interior surfaces, an upgraded instrument cluster and multi-info display and a new leather accented two-tone grey/black seat trim.

Exterior highlights include new 18-inch alloy wheels in a two-tone grey/black finish, the addition of welcome lights in the door mirrors, a unique black tailgate garnish and Cruiser-specific darkened detailing around the grille, bumper, headlight and fog lamp accents to give a much more defined front-end look to the Hilux.

It’s not just a 20kW power increase and 50Nm torque boost for the 2.8-litre diesel. It’s more refined with quieter cold start and warm-up idle characteristics.

It’s not only evident the revised engine has stronger low-rpm muscle but it also continues to deliver power toward higher revs which has benefits for highway overtaking response.

The boost in power and torque is achieved by a new cylinder block and pistons, a bigger turbo, new exhaust manifold, increased fuel injection pressure and cooling improvements.

The new output figures are 150kW and 500Nm but the big torque number only applies when the Hilux has the six-speed automatic transmission. With the manual gearbox (not relevant to the SR5 Cruiser grade but available in SR5 level) there is an unchanged 420Nm torque peak.

Improved performance is accompanied by a claimed 10 percent reduction in fuel consumption and 11 percent lower CO2 emissions.

Toyota now claims a combined cycle figure of 7.9L/100km but even with much of my driving on the highway I could only manage 9.3L/100km and was left wondering how much the number would improve with a bit more mileage.

Toyota engineers have made chassis and suspension improvements that achieve more compliance and control from the initial suspension response across bumps and corrugations.

Shock absorbers, spring rates and suspension bushes are all updated for 2021 while a new variable flow power steering pump requires reduced low speed steering effort but provides a pleasingly direct feel on the highway and back roads as the assistance level reduces.

The more settled feel of the highway ride quality also comes from an extra leaf spring being added to the rear suspension of all diesel double cab models.

The refinement focus is continued with changes to the cab mounting points for improved vibration insulation.

The overall feel of the new SR5 Cruiser is a more refined on-road performer with crisper throttle response. The driving characteristics include a more precise feel and suspension that copes better across both higher frequency corrugations as also single input bumps and broken surfaces.

The other significant MY21 Hilux changes come within the cabin with the immediately noticeable change being a larger 8.0-inch touchscreen – in place for previous 6.0- and 7.0-inch screens – for all models.

That change is accompanied by the long-awaited introduction of Apple CarPlay and Android Auto functionality. That least when Toyota finally makes the move it is adopted as standard across the full range including the entry-level WorkMate models.

The revised 4.2-inch multi-info display now includes a digital speedo readout.

While rugged off-road capability remains a key part of the Hilux 4x4 skillset there is also the on-road benefit of the standard across-the-range Toyota Safety Sense package.

TSS content includes Dynamic Radar Cruise Control with pre-collision safety and autonomous emergency braking, lane departure alert and road sign assist on all models. There are seven airbags and the 2019 5-star ANCAP rating carries over.

Hill-Start Assist Control is standard and all 4x4 models now have Downhill Assist Control (previously the SR Double Cab 4WD manual missed out on this feature).

It’s been interesting to follow the fortunes of the eighth generation Hilux since it launched in late-2015. The Ford Ranger had taken ute market leadership the previous year as the previous generation Hilux became very long in the tooth.

Since then Hilux has sold in record numbers but has never dislodged the Ranger from No.1 spot for more than an occasional month. Yet last month, it’s first in the market, Hilux beat the Ford on count to take the top step. How many of these were old models at an attractive run-out price; how many were dealer demonstrators? Still, it outwardly seems a good start.

The MY21 is the best-looking Hilux yet and with its improved performance and refinement plus new technology features it has the best chance yet of ute market leadership.

This cleverest version of this Swedish make’s compact sports utility offers a new definition of click bait.

Base price: $129,900
Powertrain and performance: 2.0-litre four-cylinder DOHC turbocharged and supercharged petrol engine with plug-in hybrid electric drive. 246kW/6000rpm, 430Nm/2200-5400rpm (Combined 311kW/670Nm). All-wheel drive. 2.2L/100km.
Vital statistics: Length 4688mm, height 1658mm, width 1902mm, wheelbase 2865mm. Luggage 468 litres. Wheels: 21-inch alloys with 255/40 R21 Pirelli P-Zero tyres.
We Like: Versatile five-seat SUV design and stylish proportions, excellent seating comfort and visibility, wide-ranging capability from low consumption efficiency to high performance SUV.
We don’t like: Those bright gold seat belts.

IN an era where you occasionally lift the bonnet to check washer fluid levels or perhaps take a quick glance at the dip stick, this Volvo presents a chance for a little more hands-on interaction than usual.

A key part of the performance content for the top-of-the-range XC60 T8 Polestar Engineered is an Ohlins adjustable suspension featuring competition car-style Dual Flow Valve Technology.

If you want a take a couple of minutes beneath the bonnet – and a little more challengingly under the rear wheel arches – you can dial the suspension damping of your choice into this rapid SUV.

After a couple of days of driving in the firmly damped XC60 flagship I dived into this click-and-count procedure. As long as you have an understanding of clockwise and counter-clockwise - and can count to 22 - you are in the adjustment business.

It was evident the test car had been adjusted towards the stiffer range of settings and to experience contrast I opted for Volvo’s recommended Comfort setting (15 of the 22 available clicks).

It took much of the harsher response out of the city driving and lumpy surfaces but the XC60 remained securely planted on the highway with a wide tyre and track stance to accompany taut chassis control.

If I drove the XC60 long term I’d probably remain at or near that recommended Comfort setting. A quick run up the Coromandel or some favourite Waikato back roads might call for a few more clicks toward the firmer performance settings.

This is the second of Volvo’s top-end ‘Twin Engine’ T8 AWD models I’ve sampled recently. The powertrain combines 2.0-litre petrol power boosted by both a supercharger and turbocharger along with plug-in hybrid electric drive. It’s the rear electric motor that provides All Wheel Drive.

Along with the Ohlins suspension and a front strut tower reinforcement bar the Polestar Engineered content also includes high performance Akebono braking hardware and forged 21-inch Y-spoke alloy wheels with grippy 255/40 R21 Pirelli P-Zero tyres.

Visual cues include flared wheel arches to house the big Pirellis with a gloss black grille and roof rails and subtle Polestar exterior badging. Inside less than subtle gold seat belts communicate the Polestar status.

In total the powertrain delivers 311kW and 670Nm of torque. There is a surge of acceleration when prompted (with 0-100kmh in a claimed 5.2 seconds) but the prime attribute is the immediate and smooth torque delivery and low-effort overtaking response as turbo urge and electric torque combine with the close ratios of the eight-speed Geartronic transmission.

Plug-in hybrid status also allows for short zero-emission journeys using the power stored in an 11.6kWh lithium-ion battery housed in the centre tunnel. It’s an easy overnight charge from a domestic power supply and the best estimated range I saw with a fully charged battery was 35km.

The plug-in XC60 is heavier, slightly less aerodynamic and rolls on wider tyres than the V60 T8 AWD I had driven earlier and which had signalled a 40km EV range. Volvo claim a combined cycle consumption figure of 2.2L/100km which is achievable on short city runs with a high proportion of EV driving. With some highway running I averaged 6.5L/100km.

The new V60 and XC 60 cars are very similar in stylish cabin design and simple operation including the dash layout, Head-Up Display and portrait format Sensus 9.0-inch touchscreen.

The taller configuration of the XC60 partially overcomes one issue that compromises the V60 - the rear passengers sit a little more upright in the SUV and the centre tunnel isn’t as raised and that makes the fifth passenger position a more viable place.

Specification highlights include a premium Bowers and Wilkins audio system, powerful LED headlights with adaptive high beam control and a sports cabin theme with charcoal roof liner and contoured sports seats.

The supportive seat design and comfortable driving position allow the benefit of SUV raised sight lines but the XC60 retains a sense of sitting in the cabin rather than seated up particularly high. The front seats are power adjustable and heated, there’s a powered tailgate and a panorama sunroof is standard for the Polestar Engineered version.

The test vehicle was in standard specification without optional equipment and priced up at $129,900. Luxury-performance rivals include the Audi SQ5 and this swift Swede also finds an interesting position between rival plug-in and performance SUV models.

Where customers are left to choose between the Mercedes-Benz GLC 300e plug-in and Mercedes-AMG GLC 43 performance models – or similarly the BMW X3 xDrive30e or X3 M40i – the XC60 in Polestar Engineered guise delivers both efficiency and performance skills set in a single vehicle.