All versions of the new Toyota Hilux have a rear differential lock to help you escape the trickiest situations. Rear Differential Lock helps the low-ratio L4 mode when one of the Hilux’s rear wheels is spinning while you’re driving on a slick surface, providing you with the extra grip and control required to continue going.
View this short video to learn how to utilize rear differential lock, or continue reading for more information.
Only when the Hilux is in low-ratio L4 mode can the rear differential lock be engaged.
See this thread for details on how to enable L4 mode.
Make sure the Hilux is moving at a speed of no more than 5 mph and that the wheels are not spinning before activating the rear differential lock.
Toggle the Rear Differential Lock switch, then lightly apply the accelerator. Drive with the steering wheel turned, if at all feasible. When the system is locked, the dashboard indication light will flash and remain on.
As soon as you get traction, press the switch once more to turn off the rear differential lock, then move forward.
Visit the following posts to learn more about the additional features of the new Hilux:
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Will the Toyota Hilux feature a diff lock in 2021?
The Toyota Safety Sense suite of driver-support technologies is included in the 2021 model year range, and it includes high-speed active cruise control, a pre-collision safety system with pedestrian detection (AEB), lane departure alert, and road sign assist.
The fact that the Rugged X comes with a number of accessories designed to make this HiLux even more prepared for an off-road adventure than its stablemates sets it apart from the rest of the ‘Lux pack. I’m referring about equipment that a customer would typically have to look for on the secondary market. Consider this ute to be an SR5 that Toyota has given the “off-road-readiness” treatment to make it more useful than showy.
A hoopless steel bullbar, a sizable bash plate with the Toyota logo, a front lighting bar, a snorkel, heavy-duty front springs, steel side steps with built-in rock-sliders (rock rails), 17-inch black alloy wheels, and a heavy-duty steel rear bumper with a step-up are all standard features of the Rugged X model.
In addition, it has an in-cabin electric brake controller, a tow bar, a tow ball, and a tongue. The trailer wiring harness is seven-pin flat.
- On top of the sports bar, 200 kg can be supported.
- A tow ball is included with the Rugged X.
- There are recuperation points in the front and back.
For those who want the convenience of purchasing a ute that is outfitted and prepared for an off-road adventure, having all of that equipment onboard from the start is unquestionably a benefit. However, it might not be as appealing for those who would rather conduct their own research and source their own aftermarket gear.
The Rugged X also comes with an 8.0-inch multimedia display, Apple CarPlay and Android Auto, Bluetooth connectivity, and a nine-speaker JBL sound system in addition to those off-road-suited additions. Additionally, according to Toyota, it has a “black practical sports bar with recreational attachment points.” It’s a sports bar that can allegedly support 200 kilograms on top.
What model of Toyota has a locking differential?
A video that is part of this article illustrates how your Toyota Tacoma’s traction control and locking rear differential interact.
I believe we have all encountered a number of buttons and switches in our new cars that we are utterly baffled by.
If you own a truck and have ever had to escape a muddy, snowy, or slick situation, you are likely already familiar with locking rear differentials (also known as locking rear diff).
Others, though, could have noticed this button on their Toyota Tacoma or 4Runner and simply disregarded it. Maybe you didn’t need it up until now.
A locking rear differential button is available on your 2021 Toyota Tacoma and 2021 Toyota 4Runner (as well as models from earlier model years). It is situated where your map lights and sunglass holder would typically go.
By pressing this button, the locking rear differential forces the two rear wheels to spin at the same speed on the same rear axle. Continue to distribute torque to both wheels equally with your 4Runner. Regardless of traction, they move at the same speed.
In slick conditions, both wheels of your Tacoma or Toyota 4Runner will spin even if only one has any traction at all. You never know when you might come into an unexpected mud puddle, a downpour, or a snowfall on the trails.
Is there a diff lock on the 2014 Toyota Hilux?
realization of the stated goal The very ubiquitous Toyota HiLux has the smallest payload (835 kg) and towing capacities (2 500 kg) of the tested cars, despite having the longest tub.
A rubber tub mat was an add-on for our test car. A non-lockable tailgate and four tie-down anchor points were present. The load floor height of the Triton is the highest.
There are two storage tubs underneath the one-piece rear seat lower, which may be folded up to fit larger goods in the back of the cab. The back of the rear seat is fixed, making it difficult to install kid seats. There are two pre-drilled holes for top-tether installations.
The HiLux boasts the highest side-step rails and the highest front and rear seating, and two A-pillar grab handles make it easier to enter the front of the cab.
The Tritondecent is comparable in terms of overall cabin comfort, however it falls short of the others. The HiLux’s internal noise is comparable to the Triton’s at 74dbA at 80 km/h.
In the front, there are a few 12-volt power outlets, but there are none in the tub or the back of the cab. The rear cab has two cup holders, however there is no folding armrest.
Even though the mirrors are slightly smaller than most, the driver’s vision is superb, coming in third behind only the Ranger and BT-50. The ergonomics are also pretty well taken care of.
The HiLux has a choice of high or low range in 4WD mode but does not have a locking rear diff. It has a wading depth of 700mm and a ground clearance of 222mm (second only to the Ford and Mazda).
Fit, perfection, and grace The Toyota HiLux still dominates the market for workhorse utes, but that doesn’t imply it is superior to its rivals. The well-known workhorse-family-weekend is only a challenger in terms of quality in a market where the competition has aggressively stepped up its campaign to perhaps one day oust the sales leader.
Upon entering the HiLux cab, you are met with straightforward design: The dash is simple, but it serves its purpose and has a tough, persistent intention. The materials are of indisputably high quality and are finished simply but effectively. The carpets, on the other hand, are neither better nor worse than any of the others, with the possible exception of the Volkswagen. The seat material appears to be durable.
However, Toyota generally avoids clumsy design choices like the rudimentary plastic latches on the Ranger’s console compartments and the controls themselves are appropriately tactile. However, the HiLux doesn’t wear a Lexus logo, as seen by the robust, basic passenger grab grips as well as the less-than-perfect fit of the center stack and the passenger-side airbag cover.
The level of assembly is obvious. The external panel gaps are constant, the welds on the inside doors are clean, and the paint is placed properly. Although the front bumper receives a somewhat flatter (but well-matched) finish than the rest of the body, the overall paint work is also rather impressive.
In our test vehicle, the HiLux tray, which is double-sided by default, was equipped with a substantial floor mat, and the engine compartment was nearly identical to the rest of the vehicle in terms of presentation and overall accessibility.
on the highway Together with the Mitsubishi Triton, the current N70-series HiLux holds the distinction of being the “oldest ute on test.” However, when you’re driving, the HiLux doesn’t feel too old and, other from having a bit less power, is still a fine example of its kind in practically every way.
Although the engine is a little noisy, it is also the most cost-effective option available. This is quite an accomplishment given the lack of technology in the engine, and during testing, only the Isuzu D-MAX outperformed the HiLux’s average fuel efficiency (10.3L/100km vs. 11.3).
Unfortunately, the engine lacks torque. The HiLux struggles with greater speed roll-on acceleration and with hauling our test cargo because it has only 343Nm available from 1400rpm.
In fact, the HiLux required a lot of rpm to accelerate from a stop and to keep up with traffic with 600 kg on board. As a result, the tacho rose higher more frequently, which kept the transmission busy despite being largely decisive.
However, once it was in place, it handled the task admirably, and on our long loaded grade (at 80 km/h), it chose and held fourth.
Additionally, the HiLux accelerated from a standstill with less turbo lag and seemed punchier overall than the D-MAX around the same road loop. But like the D-MAX, the HiLux also had weak, unresponsive steering that was fast to bind in ruts and flick back through your hands while driving off-road.
Unladen, the ride was a little harsh, but there was still enough roll to provide the outside wheel the crucial grip. After adding weight, the ride stabilized pretty nicely, with only minor “porpoising” following brief depressions. In comparison to vehicles like the Isuzu D-MAX, the HiLux setup was able to carry the weight better in turns and on rough terrain.
Although maybe lacking the same initial bite as the Ranger or BT-50, the HiLux’s brake pedal felt more regulated than the Isuzu’s. Intriguingly, the HiLux demonstrated the best performance when it came to abrupt stops, going from 60 km/h to a complete stop in an astonishing 15.2 m, which is 1.6 m faster than the D-MAX and a metre faster than the Amarok.
The HiLux demonstrated excellent capability off-road. Toyota’s best-selling model was unaffected by the lack of a rear diff lock, center diff lock, or hill descent control, and with the right low-range gearing, we barely detected any “run-away” downhill.
Although its lower ground clearance (222mm) played against its good clearance geometry and occasionally caught the under carriage on potholed roads, the HiLux handled the majority of the jobs that were thrown at it with ease. The HiLux’s wading depth of 700mm was average compared to the other vehicles in this group.
Technology integration done right The HiLux was able to fulfill a few requirements in this category, such as Bluetooth music streaming and hands-free telephony with voice command. Unfortunately, using it was a little awkward.
The HiLux’s controls were clearly labeled, but much of the switchgear and the lighting’s uneven brightness and color revealed the vehicle’s age.
On the plus side, the HiLux SR5 included single-zone climate control, cruise control, a reversing camera, and satellite navigation. Despite the fact that its seats can only be adjusted manually and lacks acoustic parking sensors
The HiLux’s trip computer was similarly unrefined and did not provide any of the sophisticated engine efficiency statistics that other competitors in the test did, and, like the BT-50, it lacked a lockable tailgate.
worth the money With a price of $54,490 (plus applicable taxes) for the SR5 variant, the venerable HiLux is slightly more expensive than its rivals, but even then, its five-speed automatic transmission and 3.0-liter turbo-diesel four-pot lag behind them.
Reverse-camera capability, climate control, cruise control, touchscreen radio with Bluetooth streaming, and a multi-information display are all included as standard equipment. No hill descent control exists. The tray has a plastic inside, and running boards and a roll bar are standard equipment.
Toyota provides a standard 36-month/100,000-kilometer warranty for the HiLux. Although a capped-price service agreement is in existence, servicing is only scheduled at intervals of six months or 10,000 kilometers. The initial service is reasonably priced at $170 and is covered for the first 36 months or 60,000 kilometers.
Toyota Fortuner: Does it have a diff lock?
Value is a key component of what the Toyota Fortuner is all about, as its name suggests.
Purchasing a Fortuner instead of a Prado, which was formerly the least expensive way to get into a Toyota 4×4 wagon with true off-road capability, will save you money, if not quite a fortune.
The Fortuner starts at $47,990 before taxes and fees for the road. That is precisely $5000 less than the base model Prado. For that money, you get seven seats as opposed to the Prado GX’s five seats, a 3000kg towing capability that is 500kg greater, plus extras like a rear diff lock and sidesteps that are not available on the base-model Prado.
If you upgrade to a mid-spec Fortuner GXL rather than a Prado with an equal specification, you’ll save much more moneyabout $7000, in fact. Additionally, you still get the advantages of a rear locker and a 300 kg greater towing capacity (2800 kg maximum) than the Prado.
Since 2005, the Fortuner nameplate has been used abroad. The Fortuner you see here, on the other hand, is brand-new and is based on the recently introduced eighth-generation Hilux.
A five-link coil-spring live axle replaces the Hilux’s leaf-spring live axle in the back of the chassis, where mechanical modifications from the Hilux are concentrated. Additionally, disc brakes take the place of the Hilux’s rear drum brakes, and the wheelbase is noticeably reduced by 335mm.
The 2.8-liter diesel engine, two gears, the two-speed part-time transfer case, the front and final drives, and the front of the chassis, including the double-wishbone suspension and rack-and-pinion steering, are all shared with the Hilux aside from the body. Additionally, there are shared body parts like the bonnet, windows (including the windscreen), and doors.
Much of the Fortuner’s testing and development, like that of the brand-new Hilux, took place in Australia, and the two vehicles share, among other locally produced features, Australian-designed suspension and underbody protection. Toyota claims that the Fortuner represents the largest single model development effort the company has ever made in Australia.
Toyota’s brand-new GD-1 2.8-liter diesel, where GD stands for “Global Diesel,” is the sole engine offered in the Fortuner. The GD-1 was recently installed in the Prado, albeit with a small alteration, in addition to serving as the main engine in the new Hilux.
The 2.8-litre diesel engine replaces the 3.0-litre diesel engine in Toyota’s wider model line despite being 227cc smaller and having a considerably lower compression ratio (for increased refinement and less noise). The 2.8-litre provides much more torque and marginally more power.
This all serves as evidence of its much increased combustion efficiency.
The 2.8-liter claims 450Nm when connected to the six-speed automatic transmission shared with the new Prado and Hilux. That is a huge 90Nm more than the 3.0-liter that was included in the previous Hilux and 40Nm more than the 3.0-liter as it debuted in the Prado. The 2.8-liter’s maximum torque is rated as 420Nm when coupled to the six-speed manual transmission, but its maximum power remains constant at 130kW regardless of the torque output.
Given that the Fortuner weighs more than 2100kg, 130kW may not convert to dazzling pedal-to-the-metal performance on the road, but the engine is nevertheless responsive, willing, and virtually effortless. The 2.8-liter is far quieter, smoother, and more refined than Toyota’s previous 3.0-litre diesel, and it works nicely in the Fortuner.
The six-speed automatic, which replaces the five-speed in the Prado and Hilux, is a nice refinement as well. It includes an additional overdrive ratio as opposed to the five-narrower speed’s ratio spread. For mid-range GXL and top-spec Crusade editions of the Fortuner, the six-speed automatic transmission has paddle shifters.
The engine feels more energized than when it is partnered with an automatic transmission, despite having a 30Nm lower maximum torque. All three Fortuner models, including the highest-spec Crusade, have the manual available. The GXL and Crusade models also include a “intelligent” mode.
This “intelligent” mode balances engine speeds when shifting and aids in preventing stalling at very low revs. This function is especially useful when travelling slowly off-road.
This six-speed manual differs from the six-speed manual in the re-engineered Prado but is shared with the Hilux. The new manual, like the new six-speed auto, has a wide-ratio spread with two overdrives and, like the auto, has a similarly tall sixth gear thanks in part to a higher axle ratio.
In many ways, the Fortuner rides and handles as you would expect from a car based on a truck, but because it doesn’t have to support a one-ton payload, the rear suspension is much softer and more compliant than that of an empty Hilux.
While the Fortuner’s ride and handling are not inherently bad, they do not compare to the comfort and plushness of a Prado, but then then, most things don’t. The Fortuner has flatter handing than a Prado, which is a plus. A Prado without KDSSand at least feels sportier to drive as a result.
The steering calibration of the Fortuner was performed locally, and while it is light at low speeds, it provides good feel and feedback at greater road speeds. Due to its body-on-chassis design, the Fortuner also does a fantastic job of isolating suspension and road noise.
The Fortuner’s off-road capabilities are undeniable. Numerous characteristics are similar to those of the Hilux, such as the clearance, underbody protection, and approach and departure angles. However, because of the shorter wheelbase, it has a better ramp-over angle and a smaller turning circle.
Additionally, it makes use of the Hilux’s simple yet reliable part-time dual-range 4×4 technology. While shifting from 2-High to 4-High is simple to do while driving thanks to the rotary-dial selection, shifting into or out of low-range requires that the car be stopped and in neutral, as you might anticipate. The electromagnetic actuator for the transfer case at least doesn’t seem to balk, which is more than you can say for some other similar setups where the stick-shift transfer has been replaced with push-button or rotary-dial choices.
The Fortuner has 440mm of wheel travel at the back versus 520mm for the Hilux. A Prado GX and GXL’s coil-sprung rear axle has 465mm of travel, compared to 565mm for the KDSS-equipped Prado VX and Kakadu. All Fortuner models include an off-road tuned “A-TRC” traction control system as well as a driver-switched rear diff lock that aids when you run out of rear-wheel travel.
A Toyota 4×4 is to be expected to have sturdy recovery hooks on the front and back, an inner guard for the engine’s air intake, and off-road-oriented wheels and tires. In actuality, the Fortuner’s wheel and tire specifications are the same as those of the Hilux and Prado.
The Fortuner’s interior design is highly reminiscent of a passenger car, however the dashboard is cluttered and, as is customary with Toyota, certain controls are situated in awkward locations and too low on the dash.
Better news is that all models feature adjustable driver seat height and steering wheel tilt and reach, making it simple to choose a comfortable position. Even though it’s a bit of a squeeze to fit three adults across the back seat’s breadth, the second row’s legroom is also surprisingly good.
To increase the legroom in the third row, the second-row seat can be moved forward and backward. There is still plenty of room for taller children in the third row thanks to the second row being shifted forward.
As opposed to the Prado 150’s third-row seats, which folded down into a raised floor, these seats fold up against the side windows. However, if you want to completely delete them, you cannot unclip them. Once the third row of chairs is extended, there is typically little room for luggage.
The Fortuner has a single back door that opens from the top, and the full-size spare wheel is located underneath the body.
It’s difficult to imagine the Fortuner not succeeding for Toyota. It features a sturdy construction, excellent road manners, and true off-road prowess.
Most significantly, it adds Toyota durability to a 4×4 family wagon at a lower cost than the Prado. Additionally, it typically costs less and has more features.
It lacks the Prado’s very useful 150-liter fuel tank and isn’t as comfy or refined, but it will undoubtedly make many consumers second-guess which Toyota they should get.
A top-spec, leather-clad Fortuner Crusade is available for the same price as the popular Prado GXL, for instance.
The sales of current rival vehicles like the Isuzu MU-X, Holden Colorado 7, and the soon-to-be-updated Mitsubishi Challenger will undoubtedly be impacted by the Fortuner.