The six-speed automatic transmission did, however, at times, feel reluctant to shift to a higher gear, which resulted in some engine noise permeating the cabin. The steering feels light though not disconnected, making it a trouble-free task to tilt the thick-rimmed tiller and steer the double-cab in the desired direction. The DAC function made light work of the incline as the double cab descended.įollowing in the Legend 50 lead car’s tyre tracks, I noticed the upgraded Legend’s torsion beam suspension going about its job as we traversed rocks and other off-road obstacles, which included driving through some water and on steep side angles. With the Hilux’s revised nose tipped over the apex of the hill and now pointed downwards, I remove my feet from the throttle and brake pedal (a feeling I admittedly still need to get used to) and left the bakkie to its own devices the only human input required – steering. With downhill-assist control (DAC) activated and a gentle push on the throttle, I steered the Hilux to the peak. Although commendable, there was a definite improvement on the latter bakkie’s setup, with the Legend finding traction quicker.ĭownhill, the Hilux Legend impressed, too. While ascending a steep hill on the off-road course, a Toyota representative mentions the traction-control setup has been updated, too, and showcased how the system has improved in the facelifted model by putting the Legend 50 on the same incline. An animated graphic of the Hilux appears on the standard trip computer’s display. With the press of a button, the Hilux’s engine starts churning. And this should, as Toyota claims, translate to enhanced on-road comfort and refinement as the Japanese firm says these modifications have also resulted in improved NVH levels. Thanks to these revisions, the double-cab Hilux felt more at ease when traversing the rough stuff. In addition to these upgrades, the Hilux has received various under-the-skin modifications, such as retuned coil-spring rates, revised shock absorbers and suspension bushes. Thanks to the increases of 20 kW and 50 N.m in engine output, the Hilux Legend AT now more closely matches its closest rival, the Ford Ranger Thunder (and Wildtrak), which employs a 2,0-litre twin-turbo diesel motor producing 157 kW and 500 N.m. Making do with the same number of cogs, manual models’ torque output, however, remains 420 N.m. ![]() ![]() DYdPykFMgaĮndowed with an uprated version of Toyota’s 2,8-litre turbocharged four-cylinder diesel engine, the Hilux now produces 150 kW and, when mated with a six-speed automatic transmission (as with the press unit we drove), 500 N.m of torque, the latter available between 1 600 and 2 800 r/min. The electrically operated roller shutter of the Legend RS 2,8 GD-6 4×4. In addition to this package, Toyota South Africa Motors offers an array of other optional (official) accessories for the Hilux. Currently available on only 2,8 GD-6 4×4 Legend derivatives, the RS accessory package adds a motorised roller shutter, which is linked to the bakkie’s central-locking system a graphite-coloured sportsbar a dust-defence kit and 12 V socket and LED lighting located in the no-cost (on Legend models) rubberised loading bed.Īccessing the latter is a cinch, thanks to the Legend’s easy-lift tailgate. Although the Hilux’s oil-burner has been tweaked to deliver more power (more on that later), in this case “RS” stands for “roller shutter”. ![]() To these mixtures we then add soot particles, which in turn are optimised in shape and surface properties.You’d be mistaken if you thought the “RS” denomination is at all to do with anything performance related. How does that work? For Black Chili we refine special synthetic rubbers with proven natural rubber to high-performance tread mixtures. Depending on the application of a tire, we adjust the compound formulation for the specific discipline – for road or mountain biking, time trialling or downhill racing. With our Black Chili compound, a tread compound which is always based on the latest knowledge of polymers and raw material research, we have supplied the cycling industry with an enduring solution. If you then make a tire roll faster and more durable, grip, in turn, is reduced. A tire with maximum grip wears quicker and rolls more slowly. The dilemma: If you improve any of these factors it can have a detrimental effect on at least one of the others. ![]() The rolling properties of the rubber compound of a tire are primarily determined by three interacting factors – stiction, rolling resistance and mileage.
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