Overview
TOYOTA’s latest Hilux (mid-spec SR5 from $65,990+ORC tested) adds a handful of niceties and feel-good stats, including being the first time in almost five decades that Japan has let Aussie designers have input, but prices are up and choices are trimmed.
The news is, fortunately, more good than bad, topped by the latest ute’s greatly improved driveability and cabin treatment, including reduced noise levels and lighter steering.
Dropped for the new year are all the petrol models, including the bread-and-butter 2.7-litre petrol engine that powered cab-chassis versions for zillions of tradies.
All now get the 2.8-litre turbo-diesel power unit with six-speed manual or six-speed auto, some also with the latest 48-volt mild-hybrid motor booster that improves performance and can lower fuel consumption.
The electrification of the Hilux – to rise to the next level with an all-EV model next year – is the shining light of the latest version.
The styling was done with the aid of Toyota Australia and despite some onlookers being cool on the look, actually improves with familiarity and the compact grille sets the new ute apart from a plethora of imposing, flat-faced agricultural designs from predominantly Asian car-makers.
It sits on the same wheelbase and uses the decades-old ladder frame layout with separate body (basically unchanged), diesel engine, live rear axle and despite the repetitive engineering, is more expensive.
But it’s a Toyota. Sales outlets and service centres are everywhere and prospective buyers gravitate to the brand knowing that breakdowns are comparatively less than many competitors. That goes with the belief that if they take anything other than a Hilux or Land Cruiser into the bush, they’re asking for trouble.
New Hilux has eight airbags and along with the Toyota ‘Safety Sense’ package, gets upgrades such as pre-collision that has detection for pedestrians, cyclists and motorcycles.
There’s also intersection collision avoidance; emergency steering assist (effectively lane keeping); ‘acceleration suppression’ (aka unintended acceleration prevention); active cruise control now with the ability to detect two vehicles ahead (not just one); ‘curve speed reduction’; and upgrades to the road-sign assist function.
SR5 also has an emergency driving stop system (EDSS) that will help bring the vehicle to a stop if it detects the driver appears to be no longer operating the vehicle and fails to respond to audible and visual warnings.
Hilux models now get a minimum of a 7.0-inch digital instrument cluster, two USB-C ports, a 12V accessory port and on single-cab grades, a two-speaker audio system.
There’s also an expanded 4G Toyota ‘connected services’ function including SOS emergency call, automatic collision notification and ‘vehicle insights’ (remotely accessible through the myToyota Connect app) with a one-year complimentary trial to Toyota Connect+ and Toyota multimedia connect packages.
The SR5 carries these over with a redesigned dash unit with a 12.3-inch digital instrument cluster (partnering the 12.3-inch infotainment touchscreen) with wireless Apple CarPlay and Android Auto compatibility, digital radio, embedded satellite navigation, and natural voice recognition.
There is an increase in cabin features in the SR5 for 2026 including dual-zone automatic climate control, cooled glove box, heated front seats and steering wheel, the bigger 12.3-inch digital instrument cluster, electro-chromatic rearview mirror, and the electric park brake.
Toyota has an optional ‘premium interior’ pack that costs $2500 and adds black leather upholstery, eight-way electric driver’s seat with lumbar support and a nine-speaker JBL premium audio system.
Outside, SR5 adds 18-inch alloy wheels with larger front brakes and ventilated rear disc brakes, integrated towbar, high-grade auto-levelling LED headlights, LED tail-lights and rear fog lamp (ute body), sports bar with 20kg load capacity, privacy glass, auto retracting and heated exterior mirrors and seven exterior paint choices.
Driving Impressions
LIVE with something for a few years and what were once annoying blemishes mysteriously disappear, either through personal apathy or the inability to change the problem.
Living with the turbo-diesel lag that afflicts most modern utes really is a pain … but people I know who own these workhorses (aka Mum’s taxi) don’t pick it as a fault.
Well, I do. It’s annoying and sometimes downright dangerous and yet another reason why utes are not the best way to cart around the family without patience, consideration of other traffic, and a lot of driver attention.
The Hilux is no different, but it isn’t the worst offender when it comes to a laggy engine and sleepy accelerator pedal response. Some of its rivals are simply awful.
That was then and this is now. So good is the addition of an electric motor drive to the Hilux diesel engine that it feels like the ute has a completely new drivetrain.
Importantly, it is now one that is responsive to driver demands and can accelerate in traffic when asked rather than freeze while the engine and turbo have a chat about the next move.
The ute is so improved over its predecessor that sedan-owning motorists could almost feel at one with the latest Hilux.
The belt-driven electric kick virtually only operates from idle (which, thanks to this addition is lower at 600rpm than the old 720rpm tick over) which means it’s all done and dusted by the time the ute has left the traffic grid.
Given that it’s a low-speed function, there’s another bonus. It’s perfect for off-road duties, particularly really slow work including rock climbing where the added 8.5kW/65Nm really helps.
The extra torque also benefits sand driving. On test through dunes near a beach, the Hilux could happily crawl through the sand (4WD, low range, 18-inch tyres at 15psi) and take an incline, making the task with less effort than some competitors.
It also makes it easier to gently use the accelerator to make small speed increments to reduce the chance of bogging in sand or stalling on inclines.
There would have to be extra weight onboard because of the lithium-ion battery, but Hilux specs don’t show any change over the previous model. The SR5 is around 2130kg.
The battery is fed in recuperation through the regeneration system applied to the engine’s generator.
The Hilux continues with the 2.8-litre four-cylinder turbo-diesel engine that’s been around, seemingly, forever, with 150kW that is available from 3000rpm through to 3400rpm.
Its torque is 500Nm (for the automatic transmission model - the manual model has less) at 1600-2800rpm which is a nice flat and wide band where most offroaders and people who are towing (listed at 3500kg) mainly operate.
This goes to the carry-over six-speed torque-convertor automatic and through a part-time 4WD system controlled by electric solenoids via dash-mounted buttons. No big news there.
However, this Hilux series gets electric-assist steering over the old hydraulic system. There’s a lot of benefits with this new assistance type, including a lighter low-speed feel which makes life a bit easier in tight places while reducing driver effort and minimising fatigue.
It also ties neatly with monitoring and correcting lane-change functions and, for the future, opens the path to increasing levels of autonomous driving and pre-emptive accident avoidance.
And then there’s the fact you’re never going to top up the power steering reservoir or fear underbody damage to hydraulic steering components.
Toyota Australia, which played a part in designing the new Hilux’s appearance, also tuned the Hilux suspension, with two levels depending on the Hilux model. The SR5 tested here keeps payload and towing rates as before, but adds a bit more comfort.
In hand with the smoother acceleration, the SR5 is now almost void of that (previously) characteristic choppy ride which is magnified with an unladen tray.
It now has a more relaxed ride yet doesn’t get soft and prone to show much body roll through corners. Anyone who’s driven the previous Prado will know what it’s like to have over-soft front suspension and how it appeases occupants but doesn’t make for a very confident driving experience for the person behind the wheel.
There’s also been the addition of hydraulic engine mounts to smooth out any noise, vibration and harshness (NVH) along with more spot welds in the floor, changes to the bracket design for chassis-mounted components, and extra sound deadening under the floor.
Four-wheel disc brakes make an appearance along with – for the first time on Hilux – an electric park brake.
Moving inside we find interior features all work in typical Toyota fashion, but it's not perfect. Some of the switchgear is small – the steering wheel buttons, for example, including those for the audio volume – and some dash readouts can also be hard to read, particularly when you have only time for a glance.
The manual switchgear for functions including HVAC is welcome, compared with what can be (in rival brands) a touchscreen nightmare.
The screen itself is excellent, as are the two gloveboxes for extra personal storage.
Toyota has a five-year/unlimited distance warranty and roadside assistance program, although owners who maintain servicing at a Toyota dealer get an automatic extension to seven years for engine and drivetrain components.
Loyal owners also have the cover of seven years of emergency assistance.
There is a five-year capped price service program that costs $395 per service (that is, $790 a year).
The service intervals are small at six-months or 10,000km.
English (US) ·