The GR-Sport (GR-S) was a popular addition to the Toyota Hilux range in 2019, but this version joins the fray while Ford and Volkswagen are preparing to unleash all-new bakkies in South Africa. Does the Hilux GR-S give Toyota a crucial head start?
What is a Hilux GR-S?
This is the light decal version of the GR-S – it can be had with more stickers if you prefer.
Most consumers are probably familiar with Toyota’s naming convention and associated parts upgrades that come with Gazoo Racing (GR) badging, but just to refresh your memory (if required), a GR-Sport (GR-S) derivative focuses on an aesthetic upgrade, some minor handling improvements and, in the Hilux GR-S’ case, a power upgrade.
Following the introduction of the first Hilux GR-S, which was produced in very limited numbers a little over three years ago, customer feedback revealed that buyers wanted more power and better safety in their special Hilux, so Toyota obliged.
Toyota South Africa Motors (TSAM) has decided to base the GR-S on a Raider-spec Hilux, rather than a Legend version. The front grille is blacked out and, as befitting a GR-S derivative, silver (and all-caps) Toyota lettering is emblazoned on it. What’s more, the mirror caps are blacked out, as are the door handles, while the side steps are a graphite grey colour.
The blacked-out grille finished with Toyota lettering and a subtle GR badge sets the GR-S apart from its brethren.
There are a suitable number of GR badges dotted around the exterior and a dash of red and black stickering on the lower section of the doors for the full GR-S effect. You can also order a bolder sticker pack, which adds more prominent red and black flares on the bakkie’s doors.
The interior is spruced up too. The GR-S treatment includes suede seats, red surrounds for the air vents and a GR badge on the centre console, while the updated Toyota Safety Suite is included to improve the offering for safety-conscious buyers.
Of most significance, however, is that the Hilux GR-S sports a power increase that’s specific to this derivative. Its 2.8-litre 4-cylinder turbodiesel now produces 165 kW and 550 Nm courtesy of a new ECU (as opposed to a basic software update).
The suspension updates to the GR-S include new monotube shock absorbers and stiffer coil springs, which are intended to deliver a better ride stability at speed and improve the bakkie’s overall handling ability.
Also read: Big bakkie shootout 2021
Power at what cost?
165 kW and 550 Nm of torque raise the GR-S above the 2022 Ranger in the power stakes.
Obviously, “around the braai fire” bragging stats are quite important to Toyota as this now shifts the Hilux into a position where it’s more powerful than the equivalent Ford Ranger. The increase in power improves the Hilux’s 0-100 kph acceleration by 0.65 sec, while its better in-gear shove (thanks to the extra torque) makes itself known when you overtake.
The selectable (and self-explanatory) Eco and Power modes vary engine- and gearbox mapping and, in the latter mode, the responsiveness of the powertrain ramps up effectively. The gearbox hangs onto gears longer and shifts down earlier and, if you want, you can now shift using the paddles behind the ‘wheel… although, in truth, they don’t elicit prompt responses.
The Hilux GR-S is exclusively available with a 6-speed automatic transmission and it does, well, an acceptable job. The shorter ratios employed in bakkies, which are designed to compensate for up to a tonne of cargo sitting in the load tray, don’t tend to facilitate the smoothest ‘shifts, but the Hilux doesn’t baulk/make too much of a fuss when changing gears.
The fuel economy didn’t seem to be affected by the GR-S’ added performance either. During the 2 days of driving it through the Lowveld, I saw an indicated average of 10.1 L/100 km, which is similar to what we achieved in the Legend RS.
What’s it like to drive?
The low-speed ride is particularly firm with the new suspension changes.
It’s a little confusing to figure out whether the Hilux GR-S is meant to be an off-road performance pack, like the Land Cruiser 300 GR-S or a handling performance pack like you get on a Toyota passenger car, such as the Corolla Cross GR-S small crossover. Toyota says it’s a bit of both, but based on my first impression, it appears to be the latter.
At higher speeds, the suspension improvements seem quite effective. The Hilux GR-S is definitely more stable when traversing fast open roads – it leans far less and adjusts to changes of direction more accurately. The revised steering setup inspires more confidence and, as a result, you don’t have to make as many small steering changes to maintain control.
The negative side of the changes appears to be a poorer low-speed ride quality. The GR-S’ suspension simply feels stiffer and it makes the Hilux’s body jiggle over just about any bump. It can become tiresome over time and, if you’re travelling on a slow dirt road with lots of washboard gravel, you may want to book a dentist appointment soon after the journey.
Some of the bumpiness can be avoided by driving a bit faster (that’s right, the ride quality becomes smoother at higher speeds), but that’s not always an option and – on a dirt road – not the safest way to deal with the problem.
I have no doubt the GR-S would be faster over a handling course or off-road gymkhana circuit than a standard Hilux, but on a family trip to the Tankwa or Drakensberg, dirt roads are going to jolt the bakkie’s occupants a lot more by comparison.
Interior up to date?
The GR-S’ cabin is adorned with red trim and GR logos. The speedo and rev counter are also unique to this derivative.
The red accents and suede seats are clear reminders that this isn’t a regular Hilux. The seats are comfortable too and I always appreciate the premium feel of suede. The faux carbon-fibre insert on the dashboard leaves me cold, but buyers seem to like them; it’s also pretty common across many brands as a way to differentiate the sportiest versions in a range.
Because the Hilux GR-S is based on the Raider specification, it comes equipped with a standard Toyota audio system rather than the JBL upgrade fitted to Legend derivatives. Still, Apple Carplay and Android Auto work well, but it requires a smartphone cable to be plugged into the fascia, which takes up one of the cabin’s USB ports. There are multiple power outlets, so you can always use them to charge equipment, plus owners get access to Toyota’s 15 GB of in-car Wifi.
Toyota Safety Sense is being rolled out across an increasing number of Toyota models and it provides the Hilux GR-S with adaptive cruise control, lane-departure warning and a pre-collision system.
Toyota Hilux GR-S pricing and after-sales
The Toyota Hilux GR-S is sold with a 3-year 100 000 km warranty and 9 services/90 000 km service plan.
| Hilux GR-S GD-6 4×4 6AT | R865 400 |
See full Hilux GR-S specs and pricing here
Summary
Hilux grabs the upper hand for now, but we await the new Ranger and Amarok models to really see where it’s at.
Toyota has dominated the double-cab market throughout the past three years, so I suspect this new GR-S will only reaffirm the Hilux’s status as South Africa’s favourite bakkie. Those that scooped up the previous GR-S will feel satisfied that Toyota has listened to their concerns and improved the key areas of the special version with more power and safety systems.
The Hilux GR-S’ ride quality is admittedly firm, and that might dissuade some buyers, but the upgraded suspension indeed improves the Japanese bakkie’s on-road stability and dynamism. It’s an interesting time to be a bakkie buyer in the segment as the new Ford Ranger and VW Amarok will soon be available and knocking on the door of Hilux owners to “get a foot in.”
