Review: 2023 Toyota Hilux Rogue - Will survive a nuclear winter, yet won't make you feel like you're hiding in the bunker

Clichéd as the Toyota Hilux's ol' reliable reputation may be, the numbers don't lie: close to 19 million of these have been sold since 1968; agriculture field or battlefield, it'll do the work.

The torrent of clamour for all things 4x4 and SUVs have swept the Regular People, and carmakers know wooing lifestyle enthusiasts is as important as impressing the dudes who will put their trucks through the wringer.

The battle is waged arguably the toughest in the lifestyle truck segment, and the Hilux Rogue has to contend with the Ford Ranger Wildtrak, Mitsubishi Triton Athlete, Isuzu D-Max X-Terrain, and it's own stablemate, the GR Sport. Tough days man...

Exterior: No-nonsense attitude

This Hilux Rogue is Toyota's reaction to the trend of people desiring properly dressed-up, high-spec pick-up trucks with mile-munching big engines. It's been going on for sometime already – which explains the many rivals – but it still remains an important market.

External features are fitting. There's Bi-LED headlights, LED foglights, and even a skid plate to protect the suspension from dings. You're also getting 700 mm of wading depth, which should prove enough in the floodiest parts of the nation.

Also read: A no-frills workhorse, new 2022 Toyota Hilux 2.4E MT variant added; from RM 110k

From the outside the Rogue plays towards its tough-guy nature. A squared off front bumper, gunmetal grey 18-inch wheels, thick sports bar (optional extra, RM 1,555), and telltale graphics along the rear quarter fenders sell the look pretty well.

Interior: Robust to remind you of its roots

The kit count is impressive. You get leather seats (power-adjustable for the driver), leather steering wheel, six speakers, wireless Android Auto/Apple CarPlay connectivity, and a dual-zone air-conditioning system brought on in the November 2021 update.

Also read: 2021 Toyota Innova, Hilux, Fortuner updated; Dual-zone air-cond, USB-C, price up by RM 2k - 4k

It's not a very long list, but they're thoughtful stuff. We like that there's a drinks cooler in the glovebox (the only model in its price range to have it actually) to go with the rear air-cond vents – it made our photoshoot in the middle of a blazing, barren Cyberjaya all that more tolerable.

More than a novelty are the spot-on ergonomics (it is a Toyota) and a rich number of cubby spots, so it's never really a clumsy time behind the wheel.

Essentially all you need in a good SUV, the Hilux Rogue offers. Beyond that however, the Rogue makes no attempt at mollycoddling. Everything feels like it'll outlast you, and depending on who you ask that may not be a problem – not having to worry about rattly trim pieces years into ownership is its own joy.

Also read: 2023 Toyota Hilux, Fortuner, Hiace also see price increments; circa RM 3k to RM 5k

But there are some points where it wades too far into the tough truck pool and that's the cause of some dissonance. The seats are the biggest shortcoming: the short base of the fronts mean there's very little thigh support, while the rears are much too straight.

You feel propped up in them, rather than settled, making long journeys more of a chore than it ought to be. In some ways the recently-launched Hilux GR Sport attempt to fix this with new seats, but we're yet to take that on a road trip, so the Triton Athlete and its signature J-curve seats still remains the high-water mark.

Also read: Should you pay HR-V money for a Mitsubishi Triton Athlete? Perhaps, it's not so illogical

Driving and comfort

You won't mistake the Hilux for anything other than a pick-up truck, but that's not entirely its fault either. In part its just physics; the combination of a tall ride height, ladder frame, leaf springs, and inherently lopsided weight distribution when unladen isn't the best recipe for unblemished on-road manners.

Even the best trucks have one symptom or the other; that's why care must be taken when you drive one.

Props to the Hilux Rogue though, the ride at the rear feels more settled down than most, and body roll is quite well contained for such a tall beast.

Also read: This is the all-electric Toyota Hilux Revo BEV Concept

But some points are docked because it's a bit jostly coming off bumps, and the steering wheel is a little sluggish and twirly. Combine that with its wide turning radius (6.4 metres), you'll find mall parking and U-turns less than fun.

Different story on the highways though. The 2.8-litre, four-cylinder turbodiesel, churning 204 PS and 500 Nm, is just the right amount of power and torque. Paired with the six-speed auto gearbox, it is quite long-legged, so you're rarely if ever caught wanting for more oomph crossing state lines.

Fuel consumption test results net about 10 litres/100 km, mixed between city and highway driving.

Also read: This is the all-electric Toyota Hilux Revo BEV Concept

Mechanically, it's blessed with a rear differential lock (standard across the entire Hilux range), an auto limited-slip differential (LSD), and a variable flow control steering system. Active Traction Control (A-TRC) is also part of the pack, you'll be happy it's there when you accidentally stuff the rear wheel in a hole in a jungle somewhere.

It's also got Toyota Safety Sense (TSS) bundled in, bringing these features: 

• Autonomous emergency braking (PCS, Pre-Collision System)
• Lane Departure Alert with Yaw Assist
• Adaptive Cruise Control (DRCC, Dynamic Radar Cruise Control)

As far as on-road, in-town performance is concerned, we maintain the Triton Athlete and D-Max V-Cross are better. Particularly the Triton, with its car-like visibility and class-leading turning radius (5.9 metres), which can make all the difference between parking or making another round.

Then again, it's not fair to look at just that. The trade-off to the Triton's better driving dynamics is a smaller car, so it's a little hamstrung by a smaller bed and tighter cabin.

Aftersales and warranty

The Hilux is backed by a five-year/150,000 km warranty coverage, applicable to all variants, with service intervals being 10,000 km or every six months. 

Conclusion

The Hilux Rogue is an interesting character: it's Toyota's attempt to court lifestyle truck buyers, but at the same time it manages to not alienate its core following as well.

That's the balance it achieves very well. It gives buyers a choice – yes, you can live day to day with it, but its full complement of off-road gubbins underneath means you can hideaway in the jungle for one weekend without much worry.

In the end it's down to the image you choose, really. The pricier GR Sport is there for a reason, and initial impressions say that for all its prim accountrements, buyers would be likelier to keep it as a clean city slicker.

The Hilux Rogue is for those who don't mind seeing more of its strong character, a constant reminder of its working roots – without feeling like you're stuck in the fields yourself.

Also read: Toyota was nearly kicked out of Thailand, yet 60 years on and the Hilux is now their 'national car', how?