With the new Ford Ranger outselling the aging Toyota HiLux in key global markets, Toyota is in desperate need to get the next-generation HiLux on to market. And it seems the new pick-up is not too far away. Development is already well into its mature stage, and the closely related US-market Toyota Tacoma is speculated to debut in 2024. The new HiLux launch could follow soon after.

As Toyota’s best-selling model Down Under, we can expect the Japanese company to maintain the nameplate’s competitive edge with a host of new tech stuffed into the new HiLux. Amongst them could be a new turbo diesel engine, and possibly also a new turbocharged 2.4-litre four-cylinder engine with twin electric motors, which if eventuated will give rise to the first ever hybrid HiLux.

To rival the Ranger’s advanced interior, the new HiLux is expected to score a completely new cockpit, with high-spec models to feature a digital instrumentation cluster and a large 14-inch infotainment touchscreen.

While the new Tacoma is currently our best bet on how the next HiLux will look like, automotive renderer Kleber Silva thinks it may look like the renderings shown here. Combining the front portion of a LandCruiser 300 with a pick-up body isn’t actually a bad idea.

Via Kleber Silva

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The Toyota GR 86 is already an excellent package straight out of the factory. With power now coming from a larger 2.4-litre horizontally opposed four-cylinder engine developing 174kW and 250Nm, the rear-wheel drive sports car brings improved performance over the previous generation model.

While the car’s handling has been sharpened as well through new suspension geometry and more rigid components, setting the car up for track still demands a good set of aftermarket adjustable coilover suspension.

KW Suspension has been in the game for a while and knows what it takes to make a good track set up. The KW Clubsport coilovers have just been rolled out for the GR 86 to extract its maximum potential on racetracks and on the street. Developed at the Nürburgring Nordschleife circuit, the new coilovers allow separate adjustment of the rebound and compression.

With the ability to adjust the dampers separately in the rebound, low-speed, and high-speed compression, the KW Variant 4 coilover suspension kit can be adjusted with 16 clicks for comfort or handling bias. A stainless steel threaded strut allows a lowering range between 20 and 50mm on the front axles and 25 and 50mm at the rear axles.

Along with the new product release, KW has showcased a GR 86 that is lowered on the KW Variant 4 coilover suspension. With an aggressive stance, all it needs is a nice set of aftermarket wheels to go with that hunkered down looks.

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Toyota has unveiled the most extreme HiLux to date, with the new GR Sport model taking out the range-topper status for the 2023 HiLux range.

Equipped with more power, wider tracks, tuned suspension and bigger disc brakes, the new HiLux GR Sport benefits from experience gained through Toyota’s GAZOO Racing motorsport department. As the second model in Toyota’s line-up to receive the GR Sport (after the LandCruiser GR Sport), the new HiLux halo model features tough Dakar-inspired design, matched with intuitive handling and improved driving performance.

Designed with heavy input from Toyota Australia’s engineers, who worked alongside their counterparts from Latin America, Thailand and Japan, the most hardcore, most powerful HiLux ever is powered by an uprated 2.8-litre turbodiesel engine producing 165kW and 550Nm, an increase of 10 per cent over the regular HiLux models. The power boost is courtesy of a revised turbo and fuel-injection control.

Combined with sportier tuning for the automatic transmission and an expanded lock-up area, the HiLux GR Sport promises added confidence for accelerating and overtaking in all conditions, enhanced by improved control through paddle shifters on the steering wheel.

The new platform adopts wider tracks – extended 140mm front and 155mm rear – with redesigned wishbones and a reinforced rear axle to cater for the most demanding driving conditions.

Dedicated monotube shock absorbers with higher damping force and heat-dissipation capacity, stiffer coil springs and an optimal front-rear suspension balance is claimed to deliver improved handling and stability through reduced roll angle and a more precise steering response. Toyota claims the set-up and tuning is done without compromising ride comfort for everyday use.

Available exclusively in the double-cab body style, the new HiLux GR Sport boasts a wider stance with its Dakar-inspired design, giving a strong and muscular image with prominent satin-black over-fenders that seamlessly integrate into the bumper.

Front styling directly references the vehicle’s rally motorsport roots, with an increased approach angle and higher ground clearance.

A strong upright grille, designed for maximum cooling area, draws attention to the signature GR grille mesh. It’s said that all exterior body parts have been sculpted in the wind tunnel for aerodynamic efficiency.

The new model rides on 17-inch alloy wheels with all-terrain tyres while its off-road credentials are further reinforced by the addition of a skid plate, rock rails and red rear recovery points.

Inside, the monochromatic black theme is set off with bright sports pedals and red seatbelts. GR branding is featured inside and out, including on the steering wheel, headrests, red brake callipers, exterior badges – and even embossed into the tub-liner.

The new HiLux GR Sport is slated to launch in Australia during the second half of 2023, with pricing to be confirmed closer to launch.

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Toyota has previewed the next-generation of its popular C-HR small SUV with the C-HR prologue.

Launched back in 2016, the C-HR provided the bold styling direction for Toyota and the new concept is set to take that further, with what the brand dubbed ‘a precision organic design language’.

It features a smaller grille opening along with slender C-shaped headlights to accentuate the ‘high-tech identity of the concept’.

The C-HR prologue rides on bigger wheels and the overhangs are noticeably shorter, giving the concept a more sporty and stronger aesthetic.

Finishing it off is a striking tri-colour option of sulphur over a metal silver and recycled carbon black.

The concept was designed by Toyota’s European Design Development team ED² who also designed the original C-HR.

Toyota Australia Vice President Sales, Marketing and Franchise Operations Sean Hanley said the C-HR was here to stay.

“The current C-HR was embraced by customers for its bold styling and unique small SUV packaging and the concept vision for the next generation C-HR takes that to an even higher level, said Mr Hanley.

The next-generation C-HR will be offered globally with both hybrid and plug-in hybrid powertrains and a move towards Toyota’s multi-technology electrification strategy.

Toyota Australia hasn’t revealed the launch date for the new C-HR in Australia but it’s likely to arrive sometime in 2024.

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Half of all new cars sold in Australia these days are mid-size SUVs. The segment is now literally where young families, couples and empty nesters shop for their main personal transportation. We line up two of the most popular models in this highly competitive segment to help you decide which one to park on the driveway.

The heavyweights

Toyota RAV4, the pioneer of the segment and a family favourite, remains a strong seller in its current fifth iteration. The range comprises petrol and petrol-electric hybrid variants, with two-wheel-drive and all-wheel drive options. Prices range from $34,400 to $52,700 plus on-road costs.

Direct rival Hyundai Tucson may not have such a long history as the RAV4, but in just the span of four generations it has gone from being irrelevant to a big household name in the segment. The line-up is a mix of petrol and diesel models, with two-wheel-drive or all-wheel drive on offer. Competitively priced against the RAV4, it costs between $39,400 and $52,400 plus on-road costs.

Fuel efficiency is high on the agenda for buyers in recent times, which is why we are pitting the RAV4 Edge Hybrid against the Tucson Highlander Diesel in this comparison review. Both are efficiency-focused variants which also happen to be range-topping models in their respective line-up.

Styling

Both the RAV4 and Tucson take on a very different design approach. The former is no doubt the more adventurous looking model while the latter is leaning towards a more premium and classy design.

Being the Edge model, the RAV4 features chunkier front bumper and wheel arch mouldings compared to the regular RAV4 models. The wheels, bespoke to the Edge variant, are also larger as well at 19 inches. All external lightings are LEDs.

The Tucson’s sharp lines and creases cut through the bonnet and sides of the car for a bold and confident yet sophisticated look. Like the RAV4 Edge, in top-spec guise the Tucson Highlander rides on 19-inch wheels and features all-LED lighting, including a very cool light bar that stretches the width of the tailgate.

Interior

The vibe can’t be any more different on the inside. Step into the RAV4 and it’s impossible to miss those orange highlights splattered across the dashboard, centre console and seats. Limited to the Edge variant, the bright trims add a vibrant touch to the interior for sure, but they are not everyone’s cup of tea, certainly not ours.

Another apparent attribute of the RAV4 interior is just how practical and ergonomically perfect it is. The steering wheel is of a good size, the buttons and knobs are all placed where you’d expect to find them and the central touchscreen is within an easy reach of your left arm.

If the RAV4 cabin is all about fit for purpose and usability, then the Tucson’s focus is on flair and premium ambience. The steering wheel feels upmarket and the wraparound dashboard is tastefully styled. The classy design is backed by noticeably higher quality materials and trim inserts compared to those in the RAV4, including a dark headlining adding further sophistication.

Practicality

Both SUVs offer seating for five with generous room for all occupants. With a slightly longer body the Tucson does have marginally more leg room in the back, but the RAV4’s higher and squarer roof line afford more headroom.

While both vehicles have plush seats, the RAV4’s seats are better contoured to the body, thus delivering better comfort and support. However for those who are of bigger build may find the slightly wider Tucson front seats accomodate better.

The RAV4 is also better at storage with compartments tucked at almost every corner of the cabin. In addition to the centre storage and cup holders, there are deep storage trays in the dashboard, large glove box and phone storage tray just fore of the gear lever. The door pockets are thicker than those in the Hyundai, though oddly, the back seat pocket is only found in the back of the passenger seat.

The Tucson may lack the RAV4’s dashboard tray but it’s made up for with a lower storage tray under the centre console. It may not be as easily accessible as the RAV4’s but it’s better at keeping things hidden away for a tidier look.

The RAV4’s boot space is now a capacious 542 litres, matched closely by the Tucson’s 539 litres of capacity. Drop the rear seats in both cars and the space expands to 1690 litres in the Toyota and 1860 litres in the Hyundai.

Tech and safety

Infotainment systems have always been a bug bear of Toyota and unfortunately the RAV4’s system is no exception. Compared to the Tucson’s system, the RAV4’s 8-inch touchscreen is small and the interface looks dated. Given that the RAV4 has had a mild refresh recently, it’s a missed opportunity that the infotainment wasn’t updated at the same time. Granted it’s still fairly intuitive and the physical buttons on either side of the screen are handy.

The Tucson’s 10.25 central touchscreen dispenses crisper, much higher resolution graphics, but it’s not without its problem. Certain buttons on the navigation screen are too small, making them a pain to operate while driving.

The Tucson also features a full digital instrumentation screen and head-up display (HUD), both of which are lacking in the RAV4.

Bluetooth connectivity, AM/FM/DAB+4 radio, Apple CarPlay and Android Auto are all featured in both vehicles, so is a wireless phone charging pad.

Both SUVs feature premium sound system, with the RAV4’s JBL 9-speaker system up against the Tucson’s 8-speaker Bose unit. Both are high performance audio systems but we feel the JBL is just better tuned in the RAV4, with solid bass and high clarity.

In terms of core safety, both cars are comprehensively equipped. Active cruise control, pre-collision safety system with autonomous emergency braking, lane departure alert, road-sign assist (speed sign only), auto high beam, front and rear parking sensors, blind spot monitor, rear-cross traffic alert, and surround view camera are all standard fitment.

Drivetrains

It’s a case of electric assistance against turbo power for these two. The RAV4 is powered a 2.5-litre four-cylinder petrol engine assisted by dual electric motors that together produce a total of 163kW and 221Nm, while the Tucson makes do with a 2.0-litre turbo diesel engine rated at 137kW and 416Nm.

The Toyota sends power through a CVT automatic, whereas the Hyundai pairs its engine with an eight-speed torque converter automatic. Both cars feature all-wheel drive, but unlike the Tucson, the RAV4’s rear axle has no mechanical linkage to the engine, rather it’s driven solely by the rear electric motor. Toyota calls it ‘e-four electric-AWD’.

Performance

With nearly double the amount of torque, the Tucson wins hands down in terms of outright grunt. Clearing the slight initial turbo lag, it pulls effortlessly all the way to the limiter. The eight-speed auto shifts smoothly, harvesting the thick torque band at every shift. The all-wheel drive serves up incredible traction, too, making the drive secure and safe across a variety of road conditions.

Don’t for a second think the RAV4 is a slouch though. Its hybrid powertrain is arguably one of the best in the business. Despite the large torque deficit compared to the Tucson, it’s still surprisingly swift getting off the line thanks to instant torque from the electric motors providing added push. The transition from electric drive to engine power is virtually imperceptible, and the power build up is smooth, linear and wonderfully refined. Toyota’s hybrid system has been fined tuned to perfection over the years and the RAV4’s system is the brand’s best yet.

Handling wise, both SUVs exhibit car-like handling with remarkable composure and grip around corners. The RAV4 delivers a slightly crisper response through a livelier steering, while the positioning of the its hybrid battery just fore of the rear axle helps distribute weight more evenly, resulting in a more neutral handling.

The chassis on both cars are some of the best in the segment. Their rigidity and well-judged suspension tuning mean ride and handling balance is as fined as it can get for a medium SUV.
Ride comfort around town for both cars is good. The RAV4 does ride a tad firmer than the Tucson at low speeds, settling considerably above 50km/h to match the Hyundai’s compliance.

Efficiency and ownership

Both the RAV4 and Tucson come with 5-year unlimited kilometre factory warranty which is pretty standard in the industry these days.

The service interval for both vehicles is identical at 15,000km or 12 months. Both cars are offered with capped price servicing, with the RAV4 costing $230 on average per service for the first 5 years or 75,000km, and the Tucson asking $375 on average for each dealer visit for the same period or distance travelled. This makes the Toyota the cheaper car to maintain in the long term.

The RAV4 will also yield more savings at the bowser, with the hybrid powertrain averaging just 6.0L/100km at the end of our week-long test, which is not far off the rated 4.8L/100km. It’s most efficient around town, where its electric drive gets used the most, lowering fuel use. On the freeway the engine runs more often to maintain high speeds and there’s also less chance for the battery to charge. The engine runs on regular RON 91 unleaded petrol.

In contrast, the Tucson is thriftier on open roads where its diesel engine hustles along effortlessly at low revs. It gets thirstier around town. Nevertheless, with a reported average of 6.5L/100km against the rated 6.4L/100km, the Tucson is still competitively efficient against the RAV4.

Verdict

It’s not easy to choose between the RAV4 Edge Hybrid and the Tucson Highlander Diesel. Both are spacious, up to date, efficient and well equipped mid-size family SUVs that will no doubt offer many years of rewarding ownership.

As we head towards an era of electrification though, the RAV4 hybrid may just be more future proof, while the Tucson diesel may slowly lose its relevancy. Until some sort of electrified Tucson comes along, for now the RAV4 hybrid takes the win.

 Pricing and Specification

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Toyota’s updated HiLux Rogue flagship pick-up is set to arrive in local showrooms in October, sporting significant mechanical upgrades that include wider track and increased ride height.

The upgraded HiLux Rogue will be priced from $70,200 plus on-road costs, meaning the upgraded suspension, brakes and body enhancements will be offered to adventurist with no price increase.

The changes to the Rogue’s suspension centre around a front and rear track increase of about 140mm, while ride height has also been increased by some 20mm.

Toyota engineers upgraded the HiLux suspension by extending the length of the front suspension arm and front stabiliser bar, while also adjusting the front damper angle to improve efficiency.

The rear axle has been lengthened, and as such, the rear dampers have been moved out towards the wheels.

For the first time on a HiLux, a rear stabiliser bar has been installed, which helps to improve roll rigidity by 20 per cent and enhance steering feel when cornering and changing lanes.

The brakes also been further improved with rear ventilated disc brakes replacing the existing drum brakes, helping to improve stopping power.

The upgraded Rogue is easy distinguished by the new wide track overfenders and mudguards that house the new increased track width and integrate seamlessly into the front bumper, while the existing 17-inch alloy wheels have been replaced by 18-inch alloys with a darkened finish.

The range topping model retains features unique to the HiLux range such as the locally developed motorised roller cover, resin sports bar and design touches, and a tub lined with marine-grade carpet.

Other standard specification highlights include heated front seats with perforated leather accented upholstery, panoramic view monitor and an integrated trailer wiring harness and towball.

The Rogue comes standard with a nine-speaker premium audio system, however Toyota says customers who place an order may be offered the choice of a six-speaker audio system for a $750 discount.

Toyota Australia has implemented this temporary strategy to secure continued supply of Hilux Rogue for customers.

Like the rest of the HiLux line-up, the HiLux Rogue is powered by a 2.8-litre turbo-diesel four-cylinder engine producing 150kW/500Nm. It’s teamed exclusively to a six-speed automatic transmission.

Nine exterior colours are available on the Rogue, consisting of Glacier White, Frosted White, Silver Sky, Graphite, Eclipse Black, Nebula Blue, Feverish Red, Saturn Blue and Oxide Bronze.

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Toyota has announced it’s adding the “dynamically focused” GR Sport variant to its Yaris Cross light SUV line-up in Australia.

Set to arrive in showrooms in December, the 2023 Toyota Yaris Cross GR Sport will be available exclusively in 2WD Hybrid guise.

It comes with retuned suspension that is said to provide a more rewarding driving experience, as well as distinguishing touches inside and out to set it apart from the rest of the Yaris Cross line-up.

These include 18-inch alloy wheels featuring a 5-twin-spoke design and bright machined finish, a unique front grille with black mesh design, and a sporty rear diffuser.

Inside, the front sports seats feature suede-like cover with synthetic leather grey upholstery complimented by grey stitching that’s also found on the steering wheel.

It’s worth noting the press images show a left-hand drive model with red accent stitching instead of the Australian market grey stitching.

The model also comes with aluminium pedals, gunmetal silver trim inserts on the doors and instrument panel, and GR logos on the front headrests, smart keys and steering wheel.

Just like the Yaris Cross, the GT Sport features a 7.0-inch touchscreen infotainment system with Apple CarPlay and Android Auto, climate control air conditioning and a comprehensive suite of active safety technologies including Toyota Connected Services.

Underneath the bonnet, the hybrid system pairs a 67kW/120Nm 1.5-litre three-cylinder petrol engine with a pair of motor generators on the front axle that combine to produce a total system output of 85kW.

More details and pricing to be released closer to the model’s launch.

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Toyota has confirmed an extensive development program in Australia for the Tundra full size pick-up, hinting at its intention to re-engineer the American-built Tundra in right-hand-drive (RHD) format and evaluate the vehicle against Australia’s unique local conditions and tough customer use.

Toyota has partnered with Melbourne-based Walkinshaw Automotive Group, for its extensive experience in this type of work, to develop and build Tundra RHD vehicles for Australia.

With Toyota’s unwavering obsession with quality, durability and reliability, the Tundra RHD development program is expected to be one of the most thorough development projects undertaken for a vehicle of this type in Australia.

After significant development in-house, prototype testing on public roads is scheduled to begin in September 2022. Starting from quarter four 2023, Toyota will deploy about 300 Tundra prototypes all around Australia, as part of the final stage of the RHD re-engineering program. These vehicles will not be for sale but will involve monitoring under real world usage conditions in Australia.

The program is expected to set a new benchmark in Australia for the re-engineering of a full-sized pick-up truck from LHD to RHD. It will include the adoption of key components from Toyota’s comprehensive global parts catalogue, including the steering column and rack, accelerator, brake pedals and shift lever from the LandCruiser 300 platform.

The Tundra models will be equipped with a new inline hybrid system featuring a twin-turbo 3.5-litre petrol V6 – the most advanced and fuel-efficient powertrain available on this model.

While this is exciting news for Toyota and Tundra fans alike – an Australian RHD Tundra faces further checkpoints in Toyota’s global approval process before its retail introduction can be confirmed.

Toyota Australia Vice President Sales, Marketing and Franchise Operations Sean Hanley said the local company and its dealers were eagerly anticipating being part of this unique program.

“This a dedicated re-engineering program, led by Toyota Australia and made possible by our global partners and is closely supported by our parent company and Toyota North America. It will utilise OE levels of design, development, testing and componentry rooted in Toyota’s deep commitment to quality, durability and reliability.”

“This project shows just how serious we are at Toyota about quality, and a RHD Tundra will not be available for sale in Australia, until we are totally satisfied.

“We are really excited to get such a significant project to this stage, and look forward to seeing development prototypes on our roads and test tracks in the weeks and months ahead.”

If green lighted for sale in Australia, the Toyota Tundra will compete against other RHD full size pick-ups already on sale in Australia, including the RAM 1500 and Chevrolet Silverado, plus the Ford F-150 which is headed Down Under in 2023.

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Toyota Australia will expand its Gazoo Racing family of performance vehicles when the new-generation GR86 sports coupe launches locally in September.

Replacing the outgoing Toyota 86 which has been on the market for nearly a decade, the new GR86 brings improved performance from its larger 2.4-litre engine, sharper handling and greater specification.

The GR86 will be offered in two specification levels – GT and GTS – with the choice of six-speed manual and automatic transmissions.

The GT is distinguished by 17-inch alloy wheels with a silver machined finish and twin five-spoke design, and LED headlights with auto levelling and headlamp cleaners.

Inside, the GT offers black fabric front seats, a sports three-spoke leather steering wheel with tilt and telescopic adjustment, leather shift knob and parking brake, dual-zone automatic climate control, smart entry, power windows and a redesigned centre console.

A large 8.0-inch touchscreen infotainment system offers Apple CarPlay and Android Auto, and is paired with a six-speaker audio system.

For on-road safety, automatic variants feature autonomous emergency braking (AEB), parking support braking (PKSB), and lane departure alert, while all grades come equipped with seven airbags, ABS brakes, vehicle stability control, hill start assist, cruise control and tyre pressure warning.

Stepping up to the GTS brings a range of visual and safety upgrades, starting with matte black 18-inch alloy wheels.

The GTS intelligent adaptive front lighting system provides illumination of the road ahead in accordance with steering inputs, while rear cross traffic alert and blind spot monitor boost safety credentials regardless of transmission.

Inside, the GTS adds Ultrasuede and leather accented front seats with heating, aluminium pedals and foot rest, premium scuff plates, courtesy lamps and lights for the sun visor mirrors.

All GR86 variants are powered by the same 2.4-litre horizontally opposed four-cylinder engine developing 174kW of power at 7000rpm and 250Nm of torque at 3700rpm.

Drive to the rear wheels is via either a six-speed manual or automatic transmission, with the standard fitment of a Torsen limited-slip differential on the rear axle.

More details on the new-generation GR86 including pricing and full specification will be revealed at the vehicle’s launch in September.

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Let’s admit it, other than a limo the most stylish way to carry many people is still by using a seven-seater SUV. It’s become an essential part of life for many Australian families. From school runs and drive-throughs to road trips and bush trekking, the large SUV cannot be done without for growing, active families.

And here we compare the segment dominating Toyota Kluger against the up and rising Hyundai Palisade.

A household name for decades, the Kluger needs no introduction. It’s been the go-to model for no nonsense family transportation, thanks to its maker’s impeccable reputation for reliability, decent performance and strong resale value.

The Palisade is new to the segment, but thanks to Hyundai’s rising dominance, has no dramas penetrating the market. It’s the company’s largest SUV and from the outset it looks ready to take on the mighty Kluger.

On test were the mid-tier models from either camp. The Kluger is represented by the GXL Hybrid variant, while the Palisade is fronted by the Elite Diesel. Both vehicles have all-wheel drive and are more fuel-efficient alternatives to their thirsty V6 petrol-powered counterparts.

The Kluger GXL Hybrid eFour is priced from $63,650 while the Palisade Elite Diesel AWD asks for $66,200 (MY22 pricing). Both stickers exclude on-road costs.

Design

The Kluger gets its design inspiration from the least expected source within Toyota’s portfolio – the GR Supra. Yes, design cues from the sports car are everywhere on the Kluger. There are blacked out A pillars, pronounced rear haunches and stretched taillights. The lines and creases hide its girth pretty well. While you still wouldn’t describe the Kluger as sleek, it’s certainly one of the more stylish large SUVs out there.

In contrast to the Kluger, the Palisade design is more formal and conventional. The side profile has an apparent two-box design that looks bulkier than the Kluger. The blocky theme is adopted in the front with that large squared off grille and in the rear with those vertical taillights. Road presence is undoubtedly stronger in the Palisade.

The Kluger GXL rolls on 18-inch wheels, while the Palisade Elite has larger 20-inch items. The latter is also the larger vehicle, by some 14mm in length and 45mm in width.

Interior

It’s not easy to match style with practicality but Toyota has managed just that in the Kluger interior. While it’s not exactly special inside, it’s clear that considerable effort has been made to ensure a pleasant and balanced design throughout, with heavy focus on functionality and usability. For instance, the large bottle holders in the doors have no obstructions around them so your bottle drops into place easily. Elsewhere, the trays in the dashboard not only serve to break up the chunkiness of the dashboard but also provide extra storage. The cup holders are of decent size and the storage compartment under the front centre armrest is just massive.

Like the exterior, the Palisade’s cabin carries a more serious, business-like vibe. It’s the more classy interior, but with that also comes a less effective use of space. The upper dashboard looks chunky with no real purpose, and while there’s a huge open storage space under the centre console, not everyone wants to leave things out in the open when the vehicle is parked and left unattended. Sure, there’s the enclosed centre storage but it isn’t as big as the Kluger’s. The front door bottle holders are okay but it’s a bit of a squeeze to get larger bottles through. However, the rear doors offer not just one but two cup holders each.

When it comes to cargo capacity, the Palisade completely triumphs the Kluger. With all seats up, there are 311 litres of boot space, and with them tumbled the space expands to 1,297 litres. In comparison, the Kluger measures 241 and 1,150 litres respectively.

Seating

The Palisade has a slightly larger interior space due to its longer dimension and more boxy design. While space in the first and second row seats is equally generous in both SUVs, the third row is less tight in the Palisade.

Being SUVs, the third row in both vehicles is, of course, not comparable to the space offered by people movers. However, adults will be able to stretch out just a little more in the back of the Palisade. There’s more headroom and legroom back there.

The Kluger does score better when it comes to seat comfort though. The seats are better contoured to the body and a little more breathable as well. While the Kluger has the conventional 2-3-2 seating arrangement, the Palisade’s seats are arranged in a 2-2-3 format, with the second row made up of the so called “captain seats”. They are essentially individual seat with armrests.

The Palisade does offer a conventional bench seat for the second row, creating a seating arrangement of 2-3-3 for a total of eight seats.

Third row access is equally good in both SUVs. In the Palisade, a press of a button at the second row seat base is all that’s needed to slide and fold the second row forward. In the Kluger, a pull of a lever does the same trick. The liberated passageway to the third row is fairly generous in both vehicles.

Technology

Technology is a close match between these two. Essential connectivity such as Bluetooth, Apple CarPlay and Android Auto phone mirroring, and USB ports front and rear are all featured in both vehicles. There are also DAB+ digital radio and built-in satellite navigation in both cars.

Where the Kluger trails the Palisade – massively – is in the infotainment touchscreen. Despite being a newer model, the Kluger still makes do with a relatively small 8-inch touchscreen. The dated looks of the graphical user interface aren’t helping either. The rows of physical buttons on either side of the screen are foolproof though.

The Palisade’s 10.25-inch touchscreen is larger, has better clarity and is more responsive to the touch. Its menu structure is also more intuitive. That said, some of the onscreen buttons are too small and, on the move, nowhere near as handy as the Kluger’s physical buttons.

Both vehicles take safety seriously. Essential safety features included on both vehicles are:

• Pre-Collision Safety system with pedestrian and cyclist detection
• Lane Departure Alert with steering assist
• Automatic High Beam
• Active Cruise Control
• Lane Trace Assist
• Blind spot monitor
• Rear Cross Traffic Alert
• Reverse view camera

The Kluger’s inclusion of a driver side knee airbag brings the total number of airbags to 7, one more than the Palisade. Real-time speed sign recognition is also only fitted on the Kluger.

Powertrain

Buyers have long wanted a more fuel economical Kluger variant to compliment the aging 3.5-litre V6 petrol model. So, for the first time ever, the Kluger hybrid answers that call. It’s powered by a 2.5-litre four-cylinder petrol engine driving solely the front wheels via a CVT automatic, backed by two electric motors – one at the front axle and another at the rear axle.

Toyota calls this all-wheel drive system the eFour, an on-demand system where the rear axle is powered only by the rear electric motor, eliminating a drive shaft. The electric motor engages during acceleration or when there is low traction.

The total combined output is rated at 184kW of power, with 242Nm of torque peaking at 4400rpm. While the figures may seem like a significant deficit over the V6, they only tell part of the story. The trick is that near instantaneous torque from those electric motors, giving the large SUV a good push rolling off before the engine kicks in to provide additional power.

With decades of hybrid experience, Toyota seems to have perfected the hybrid drivetrain. It remains the best hybrid system on the market. Driven normally, it feels almost like a full EV. The transition from electric to engine power is so discrete it’s hardly noticeable, and on braking or coasting the battery is effectively charged up.

The catch is that it demands premium unleaded fuel (95 RON). Still, with a rated combined fuel economy of just 5.6L/100km, there will be plenty of savings at the bowser in the long run compared to the thirsty V6.

The Palisade’s 2.2-litre four-cylinder turbo diesel engine has some good grunt down low, with it serving up a potent 440Nm of torque from 1750-2750 rpm. Peak power is rated at 147kW at 3800 rpm. The engine is paired with a mechanical all-wheel drive system with a drive shaft, clutch packs and stuff, and drives through an eight-speed automatic transmission.

Against the Kluger, the Palisade is more of a workhorse. Always keen to dig deep, it’s better at cresting hills or ploughing through a rough patch while hauling a full load.

The oil burner does make itself known when you pile on the revs, but for the most part it’s quiet. Of course, the Kluger hybrid is still the quieter SUV of the pair.

Combine fuel economy for the Palisade is rated at 7.3L/100km.

Driving

Despite being a large SUV, both the Kluger and Palisade are hardly a handful in the urban jungle. Their car-like demeanor makes them excellent daily driven family SUVs. That said, you will be constantly aware of their sheer size, especially around tight shopping mall car parks.

The Kluger does edge the Palisade a little when it comes to handling, with it having slightly better composure, better steering feel and smoother response to driver inputs. Make no mistake, the Palisade is also competent, but that numb steering and larger footprint dampen things a little around corners.

In the real world, the Palisade stays faithfully close to its rated fuel economy, recording 7.5L/100km on the combined average. At the other camp, the Kluger returns 6.6L/100km, making it the more fuel economical of the pair.

Verdict

With so many criteria to consider, choosing the right family SUV can involve quite a bit of thinking, and in the case of the Kluger and Palisade, it’s never straightforward to put one ahead of the other.

If you’re after more cargo space, a better infotainment system and larger towing capacity, the Palisade diesel might be the one to go for. But from design and refinement to handling and fuel economy, the Kluger managed to stay just that much more ahead.

 Pricing and Specification

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