Australia’s two best-selling utes are beefed-up and ready for battle in 2023. So which heavy-hitter deserves to take the title?
Luke Skywalker vs Darth Vader. Muhammad Ali vs George Foreman. Road Runner vs Wile E. Coyote.
In terms of iconic match-ups, Toyota HiLux vs Ford Ranger surely ranks pretty high on the list.
The popular dual-cab utes have been locked in a sales struggle for a number of years now, each incrementally improving their offerings in a bitter showdown that ultimately benefits the consumer.
However, the stakes have been raised again for 2023 with the arrival of the new-generation Ranger, which offers a longer wheelbase, wider track and taller stance than the outgoing model – not to mention more tech than ever.
Meanwhile, Toyota has sought to further boost the presence of its current-generation HiLux by adding a special larger variant into the mix, the HiLux Rogue. The Rogue builds on the footprint of the existing HiLux flagship, but adds a wider track, a boosted ride height and pumped-up arches.
It sounds impressive on paper, but is a simple size increase enough to keep the HiLux one step ahead of the overhauled Ranger?
Then there’s the question of performance, with both cars boasting hearty diesel powertrains under all that metal.
The headline is that the Ranger now comes in V6 flavour, with the Wildtrak variant offering a waitlist-inducing 3.0-litre, V6 turbo diesel capable of 184kW and 600Nm.
Meanwhile, the HiLux Rogue packs in a 2.8-litre, four-cylinder turbo diesel outputting 150kW and 500Nm.
To put it simply: one’s a wide-track, the other’s a Wildtrak – but with a mere $10 separating them in price, which one is on the right track?
How much does the Toyota HiLux Rogue cost in Australia?
Saying very little has changed on the new HiLux Rogue includes one hugely important factor, the price.
For 2023, the Rogue is listed at $70,200 before options and on-road costs. That’s the same as the less-swole 2022 model. Considering nearly every other new car is increasing in price without growing wider, this is welcome news for buyers.
And while we may have had a little fun with our pretend box of HiLux-Os, the Rogue has been treated to a number of engineering changes behind those pumped arches to support the new phat stance.
The track has been increased at both ends by 140mm (7cm wider on each side) with new suspension arms supporting the new 1675mm front width (up from 1355mm) and a new axle at the rear supplying a 1690mm rear track (increased from 1550mm).
There are new rear suspension dampers, which contribute to a 20mm increase in ride height (ground clearance is up from 247mm to 265mm) and even a rear anti-roll bar that is said to improve the car’s torsional rigidity.
Oh, and you now get four-wheel disc brakes, with the front rotors increasing in diameter by 25mm.
Throw on those pumped wheel arch flares, mudflaps, dark grey 18-inch wheels, blind-spot monitoring, rear cross-traffic alert and an engine immobiliser, and the 2023 update is more significant than it looks.
However, the changes are limited to the HiLux’s footprint and safety technology, as the interior, engine, transmission and fundamental structure of the ute remain the same.
You even choose from the same palette of nine colours, with metallics like our car’s Silver Sky remaining a $675 premium.
Worth noting, too, that the extra hardware increases the Rogue’s mass from 2173kg to 2196kg, and given the Gross Vehicle Mass (GVM) remains unchanged at 3050kg, the payload reduces from 877kg to 854kg.
A 3500kg-rated tow hitch and wiring harness are standard, though. The Gross Combination Mass (GCM) of the HiLux and trailer is 5850kg.
This isn’t your best choice as a working ute, though, given the standard powered roll-top cover, integrated sailplane and carpeted tub with LED lighting don’t exactly scream dirt-hauler. You only have two tie-down points too.
How much does the Ford Ranger Wildtrak V6 cost in Australia?
Remember when the Commodore and Falcon were our two most popular vehicles? No? Surely you jest. They were, once upon a time, the clear family favourites. At that time, there was an often dizzying array of models and grades, with engine and transmission choices to be made, as well as which specification grade fitted within the budget. Now, it’s dual cabs that have taken that mantle, and the Ranger model list provides a lot to unpack.
Our pricing and specification guide details all the permutations and offerings, but let’s take a brief look at both ends of the spectrum here.
You can get behind the wheel of the XL Single Cab Chassis with a 2.0-litre single-turbo and 4×2 underpinnings for $35,930 before on-road costs. At the other end of the scale, the Ranger Raptor Double Cab we tested recently gets a 3.0-litre EcoBoost petrol V6 with 4×4 and starts from a meaty $85,490 before on-road costs.
If we position the XLT as the smart-money pick and effective middle of the range, the most affordable way to get that badge with a dual cab into your driveway is via the XLT Double Cab Pick-Up with 2.0-litre bi-turbo and 4×2 starting from $53,990 before on-road costs. The 4×4 XLT asks for a step up to $61,190 before on-road costs.
Here, we’re testing the Wildtrak Double Cab Pick-Up with the 3.0-litre turbo diesel V6 and 4×4, which starts from $70,190 before on-road costs. Options include premium paint and the ‘Wildtrak Premium Option Pack’, with prices listed below. The latter includes the six-switch auxiliary pack, premium Matrix LED head- and tail-lights, and a Bang and Olufsen audio system.
Do you need the V6 engine? In short, no. The four-cylinder is actually a good thing in the real world, but need and want are two different things, and if you’re planning on hanging onto your dual cab for five to 10 years, fork out the extra three grand and get the two extra cylinders. Especially if you’re towing.
| Key details | 2023 Toyota HiLux Rogue | 2023 Ford Ranger Wildtrak V6 |
| Price (MSRP) | $70,200 plus on-road costs | $70,190 plus on-road costs |
| Colour of test car | Silver Sky | Luxe Yellow |
| Options | Metallic paint – $675 | Premium paint – $675 Wildtrak Premium Option Pack – $1550 |
| Price as tested | $70,875 plus on-road costs | $72,415 plus on-road costs |
| Drive-away price | $76,722 (estimate for Sydney) | $78,612 (estimate for Sydney) |
How much space does the Toyota HiLux Rogue have inside?
The hard-wearing and ergonomically excellent interior of the HiLux hasn’t been painted with the same dress-up brush as the exterior, so if you have experienced any high-spec HiLux of recent years, you’ll know what to expect.On the plus side, there’s great storage from the twin gloveboxes, glasses holder, a centre console with 240-volt outlet port, double central cupholders, key tray and additional pop-out drink holders in front of each dash-end vent.
Flavoured milk enthusiasts can relax, too, as we’ve confirmed you can fit both a standard coffee cup, a round plastic container or even square 600ml cardboard iced-coffee carton in these.
It’s a spacious and easy-to-use front cabin, with plenty of grabhandles and good visibility throughout. Leather-accented trim is standard, the driver’s seat is powered and both front seats are heated.
The material quality is good, and of course the build quality is excellent. But that’s all to be expected.
On the flip side, even with all of this, the Rogue feels just a bit dated inside. Especially next to more modern options like the new Ford Ranger, Isuzu D-Max and Mazda BT-50.
Case in point, there are no automatic wipers. There are no USB ports for rear passengers.
Speaking of back seats, these have never been a highlight of the HiLux, as you sit very upright with limited head and leg room for taller passengers. Do try a kids-and-all fit test if you are looking at a HiLux as a family car, just to make sure you’ve got enough comfort back there on longer trips.
Seats are a personal thing, I know, but generally speaking, the team at Drive claim the Ranger’s to be best-in-class. The Amarok was right there for some time, but the new Ranger is exceptional. They are comfortable for drivers of all heights and hip widths, with plenty of hip room and support, yet not too firm as to be harsh on long drives. You’ll knock over thousands of road-trip kays effortlessly in the cabin of a new Ranger.
The seats themselves are only part of the equation, though, with adjustability enhanced by tilt- and reach-adjustable steering as well. That’s something this segment has needed across the board for far too long.
While you get enough room in the second row for six-footers if you have the same-height occupants up front, this segment is still a little on the tight side if you’re an overly tall family. The backrest is more upright than it would be in an SUV or wagon, for example, but it’s not back-breaking in the second row even after a few hours on the road. There are two ISOFIX points on the outer seats and two top-tether points as well.
You get useful storage all over the place, with a dual glovebox design and pop-out cupholders at each edge of the dashboard. The latter are clever if you want to get your drink up and out of the way of the console area, and I used them often. You get two more generous cup/small bottle holders in the centre console, bottle holders in the door pockets, and a centre storage bin, as well as wireless charging up ahead of the shifter.
| 2023 Toyota HiLux Rogue | 2023 Ford Ranger Wildtrak V6 | |
| Seats | Five | Five |
| Payload | 854kg | 997kg |
| Length | 5320mm | 5389mm |
| Width | 2020mm | 1850mm |
| Height | 1870mm | 1848mm |
| Wheelbase | 3085mm | 3220mm |
Does the Toyota HiLux Rogue have Apple CarPlay and Android Auto?
Let’s be honest. One USB port really isn’t enough in this day and age. We would have loved to see Toyota take this opportunity to add USB support in the rear cabin or even in the rear-view mirror for a dash cam, but sadly your charging or audio connectivity is supported by a single USB-A port in the lower dash.There are a pair of 12-volt outlets, plus a 240-volt plug in the centre console, but they too are almost expected these days.
The 8.0-inch LCD touchscreen is a carryover item, and although it is well featured with DAB digital radio, support for wired Apple CarPlay and Android Auto, and integrated navigation, the interface is still clumsy, the device projection isn’t wireless, and there is motion lockout on the use of the navigation tools.
Audio comes via a nine-speaker JBL system, but apparently you can trim $750 from the list price and opt for a six-speaker system to potentially get into a car sooner.
The small 4.2-inch LCD multifunction display between the analogue dials on the instrument binnacle provides good feedback on cruise control as well as trip data and fuel consumption, but can’t match the display space of competitors that have started to move to full-size digital displays.
The screen takes up some real estate in the centre of the cabin, for sure, but the cabin is designed and executed in such a way that the screen doesn’t get in your way. As well as being able to control the system through the touchscreen, you can also access regular physical controls for the operation of the AC, fan speed, volume and radio station selection, for example. It’s a smart move from Ford in terms of adjustment on the fly.
The connection for both Bluetooth and Apple CarPlay worked well for us on test, and as we’ve discovered many times before, if you do prefer your smartphone’s OS, you’re going to overlook much of what the native Ford system can do. The choice is yours, though, and Ford’s system is a good one regardless of how you use it. There can be button and control overload when you first get into the Ranger, though, so take some time to familiarise yourself with all of it and work it all out.
Is the Toyota HiLux Rogue a safe car?
The Toyota HiLux was awarded five stars by ANCAP when tested in 2019, and was only let down for the lack of junction assistance and back-over mitigation AEB (autonomous emergency braking).
“Installation of child restraints in the centre seating position of the second row in dual-cab variants is not recommended as there is no top tether anchorage. Installation of child restraints in the single and extended cab variants is not recommended as there are no top tether anchorages.”
| At a glance | 2023 Toyota HiLux Rogue | 2023 Ford Ranger Wildtrak V6 |
| ANCAP rating & year tested | Five stars (tested 2019) | Five stars (tested 2022) |
| Safety report | ANCAP report | ANCAP report |
What safety technology does the Toyota HiLux Rogue have?
The 2023 Toyota HiLux Rogue comes with lane-departure alert, lane-keeping assist (via braking rather than the more typical steering assist), AEB with cyclist and pedestrian detection, and seven airbags are part of the standard safety equipment suite.
For 2023, the high-spec versions of the HiLux add blind-spot detection and rear cross-traffic alert, plus a new 360-degree camera.
What safety technology does the Ford Ranger Wildtrak V6 have?
We opined when the new D-Max/BT-50 were released that Isuzu and Mazda needed to bask in the glory as deeply as it could, because the new Ranger was on the way. And, as expected, the new Ranger has reset the bar in a number of areas in this segment. One of them is safety, where the Ranger moves ahead of the competition.
The Wildtrak gets nine airbags – as the Ranger does across the range – including a front centre airbag, which is the new standard. There’s also autonomous emergency braking, adaptive cruise control, speed sign recognition, speed adaptation, lane-keep assist, blind-spot monitoring, lane-departure alert, and rear cross-traffic alert, which also works if you have a trailer hitched up.
Also standard are reverse brake assist, a 360-degree surround-view camera, front and rear parking sensors, a tyre pressure monitoring system, and a clever trailer light check system as well. Much easier to use that if you’re hitching up on your own.
How much does the Toyota HiLux Rogue cost to run?
On the surface, the HiLux’s servicing costs seem reasonable at just $260 a visit. However, the 2.8-litre engine requires six-monthly (or 10,000km) trips to the dealer, which means your first three years (under the $260 cap) will ring in at $1560.
Things go up from here, with services at four years or 70,000km up to 100,000km costing roughly $320, $723, $501 and $412 for a total of $3517 (or $703 per year) for five years.
A comparative insurance estimate for a 35-year-old male in Chatswood, NSW comes in at $2436 per annum. Insurance estimates may vary based on your location, driving history, and personal circumstances.
Throw those together and your HiLux will cost $3K per year just to keep running, before registration and fuel.
How much does the Ford Ranger Wildtrak V6 cost to run?
The new Ranger is covered by a five-year/unlimited-kilometre warranty, which is one year behind Isuzu’s coverage of the D-Max, and five years shy of Mitsubishi’s conditional 10-year coverage of the Triton. Mitsubishi’s warranty demands you service the Triton at Mitsubishi, though, and runs to 200,000km.
Ford also gives you the option of a five-year roadside assistance coverage plan, and capped-price servicing across four years or 60,000km. Services are required every 12 months or 15,000km in other words, and they are capped at a very reasonable $329 each, even if you own the V6 engine as tested here. That’s impressive value for buyers who know exactly what they are in for after they’ve signed on the dotted line for an expensive new dual cab.
We inquired about how much insurance will cost for the 2022 Ford Ranger Wildtrak and received a $1845 quote based on a comparative quote for a 35-year-old male driver living in Chatswood, NSW. Insurance estimates may vary based on your location, driving history, and personal circumstances.
| At a glance | 2023 Toyota HiLux Rogue | 2023 Ford Ranger Wildtrak V6 |
| Warranty | Five years, unlimited km | Seven years, unlimited km |
| Service intervals | 6 months or 10,000km | 12 months or 15,000km |
| Servicing costs | $1560 (3 years) $3517 (5 years) |
$987 (3 years) $1316 (4 years) |
| Fuel cons. (claimed) | 8.4L/100km | 8.4L/100km |
| Fuel cons. (on test) | 9.1L/100km | 10.3L/100km |
| Fuel type | Diesel | Diesel |
| Fuel tank size | 80L | 80L |
Is the Toyota HiLux Rogue fuel-efficient?
We found the familiar 2.8-litre four-cylinder running at a very happy 9.1L/100km on a combined run (up on the 8.4L/100km combined-cycle claim, but down on the urban-only 9.3L/100km reading), but did see sustained use of 7.1L/100km on a short freeway run, again lower than the claimed 7.8L/100km highway cycle.
Is the 2022 Ford Ranger Wildtrak V6 fuel-efficient?
You get Normal, Eco, Tow/Haul and Slippery driving modes, as well as the off-road modes we haven’t tested this time around. I left the Ranger in Eco mode for this test to give it the best chance of using as little diesel as possible.
Weighing in at 2399kg, the Wildtrak can tow up to 3500kg, but keep in mind that will affect payload if you do tow to the maximum. Not many of you do, though, to be fair. On test, unladen we used a pretty impressive 10.3L/100km largely in town against the claim of 8.4L/100km. That took into account a 200km highway run as well.
What is the Toyota HiLux Rogue like to drive?
I’d love to say that from behind the wheel you can tell the 2023 Toyota HiLux Rogue is wider and taller than it used to be. I’d love to say that the increase in track and changes to suspension geometry change the way the car feels, and improve its on-road handling and adventure prowess.I’d love to say that you feel a significant difference, but short of blind-testing the car back to back with its MY22 predecessor, I can’t, because you don’t.
As, simply, the new HiLux feels just like a HiLux. And that’s what you want because it loops back to our ‘not broken – don’t fix it’ mindset.
Under the bonnet is the well-versed 2.8-litre four-cylinder turbo diesel engine with 150kW and 500Nm available. The Rogue is available exclusively with a six-speed automatic transmission.
Peak torque is offered between 1600 and 2800rpm, where the Toyota pulls willingly even without engaging the gear-hold power mode. Beyond this and you begin to feel the limits of the four-cylinder engine. The HiLux is far better suited to sustained cruising than it is trying to jump off the line.
Arguably, a wider track will lower the car’s centre of gravity and improve overall stability. The taller ride height should afford better entry and departure angles, and even the addition of larger all-terrain tyres and the rear stabiliser bar should make the car feel flatter through corners.
But around town, on the highway or even on rural gravel roads and light-duty off-road tracks, there’s not enough dynamic activity to understand the Rogue’s dynamic improvement.
The ride is still firm, especially at lower urban speeds, where the thump-and-echo of the front and then rear suspension hitting bumps and imperfections becomes a standard experience of the Rogue’s daily compliance.
Touring is where the HiLux is most at home, and it is here you begin to see why the trusty ute is so popular. The 265/60 R18 Dunlop Grandtrek highway-terrain tyres are reasonably quiet, and while there is a rattle and hum from the four-cylinder diesel, it’s a pleasant enough place to spend time on a touring drive.
Response is good and the automatic transmission is nearly invisible in its function as you motor along.
The cruise control works well, too, with simple controls easily within reach of the steering wheel. Adaptive distance control is standard, but lane keeping is managed by a brake-intervention yaw system rather than an electrically assisted steering function. Not bad, but also not new.
Dip off the highway onto some touring B-roads and then unsealed tracks, and the Rogue manages all the transitions without a hint of protest. It’s this effortless ability to handle the multitude of terrain that Australia serves up where the double-cab utes shine, and where the simplicity and stability of the HiLux again benefit the driver’s choice.
While we didn’t head to gnarly off-road trails, we know the HiLux is as good in the bumpy stuff as any, with an easy-to-reach rotary dial selector for high- and low-range 4WD, as well as a differential lock part of the standard kit.
One slick hill on our drive loop caused the traction light to flicker as the car struggled with some mud, but even in rear-drive mode on its road-biased tyres, the HiLux barely flinched as it found grip and continued up the climb.
What is the Ford Ranger Wildtrak V6 like to drive?
As noted above, you don’t need the V6 if you’re effectively spending most of your time around town. It is, however, an excellent engine and gearbox combination. The 3.0-litre turbo diesel V6 churns out an easy 184kW at 3250rpm and 600Nm between 1750rpm and 2250rpm. While those numbers aren’t huge in 2022 terms, it’s how easily the engine does its work that is most impressive. It is never stressed no matter how hard you lean on it.On the subject of not needing the V6, it delivers 30kW and 100Nm more than the four-cylinder, which if you’re touring or towing is well worth the cost. The 10-speed automatic still sits in my ‘too many ratios’ category, but it’s the best version I’ve tested thus far. If the focus is fuel efficiency, which it almost certainly is, the 10-speed is a really good offering.
You can shift drive between 2H, 4H, 4L and our around-town preference 4A, which just lets the drivetrain do what it wants to do in 4WD auto. It’s a bonus on rainy road surfaces, which we’ve had plenty of during our recent testing.
Another area the new Ranger re-sets the standard is its unladen ride on-road. Dual cabs have been average at best for a long time when it comes to trundling round town with an empty tray. Like it or not, especially up at this end of the pricing spectrum, that’s how most owners use them.
The Amarok set new standards when it was first released, Ford worked hard to keep pace over the course of the previous model’s life, and Isuzu did a solid job with new D-Max. The outlier, of course, was the first Ranger Raptor, which was on another level again. New Raptor aside, the regular Ranger is once again the standard-setter.
It’s comfortable, capable and firm without being harsh. It doesn’t crash over even nasty surfaces, and has a solid, planted feel to it on any road. The firm nature of the Ranger’s chassis means it doesn’t wallow all over the place, which is a good thing for daily driving duties. Leave it in 4A all the time and you have a reassuring dual cab in any conditions.
The steering and braking are excellent too. Ranger has had quality steering for a while, and the new model again nails the balance of low-speed ease and higher-speed firmness on the highway. The brakes – discs at all four corners – are likewise excellent too. Given the amount of engineering and testing that was undertaken on our own local roads, it’s unsurprising that the Ranger copes well with our typical urban-road fare.
| Key details | 2023 Toyota HiLux Rogue | 2023 Ford Ranger Wildtrak V6 |
| Engine | 2.8-litre four-cylinder turbo diesel | 3.0-litre V6 turbo diesel |
| Power | 150kW @ 3400rpm | 184kW @ 3250rpm |
| Torque | 500Nm @ 1600–2800rpm | 600Nm @ 1750–2250rpm |
| Drive type | Four-wheel drive | Four-wheel drive |
| Transmission | Six-speed torque converter automatic | Ten-speed torque converter automatic |
| Power-to-weight ratio | 68kW/t | 72.5kW/t |
| Weight | 2196kg | 2257kg |
| Spare tyre type | Full-size | Full-size |
| Tow rating | 3500kg braked 750kg unbraked |
3500kg braked 750kg unbraked |
| Turning circle | 12.6m | 12.0m |
Should I buy a Toyota HiLux Rogue or a Ford Ranger Wildtrak V6?
There are no two ways about it: Australians want utes.
No longer just a working vehicle, the dual cab has become a city commuter, family hauler, style statement and lifestyle choice rolled into one – and nowhere is this more evident than in the line-up of the nation’s two biggest volume sellers.
No matter which model you choose, the Toyota HiLux Rogue and Ford Ranger Wildtrak will both tick plenty of boxes for buyers – capable of business and pleasure in equal measure.
Shoppers with long-distance touring on their priority list will rejoice in the HiLux Rogue’s blend of cabin mod-cons, effortless performance and impressive freeway fuel economy.
However, although the wider stance and aggressive styling look great, the Rogue falls short on the load-carrying and off-roading fronts thanks to a compromised load bay and road-biased tyres.
Pricey servicing, an ageing platform and dated infotainment are also holding the HiLux back from total domination in this comparison.
Meanwhile, the addition of a V6 diesel to the Ford Ranger line-up has only served to strengthen its position as a capable, effective and efficient dual-cab ute.
Of course, the elevated price of the Wildtrak could serve as a deterrent for some buyers, who will still find plenty to love by shopping further down in the Ranger pile.
But for those who can afford it, the Ranger Wildtrak slickly pairs cabin convenience with class-leading safety and technology and surprisingly affordable ownership costs.
On the road, it walks the fine line between being comfortable and being capable, offering an excellent unladen ride, impressive performance and quality handling, whether around town or off the beaten track.
In the words of Drive’s Managing Editor, Trent Nikolic, “it’s extremely difficult to do anything other than recommend the new Ranger as best-in-segment”.
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