First Drive: 2026 Toyota Hilux BEV
- Jul 21
- 5 min read
Be it the humble petrol-powered single cab chassis of the 90’s, the diesel SR5 that so many know and love today, TRD fettled versions of yesteryear, even that unfortunate unit that was put through hell by the good folk at Top Gear; Toyota’s Hilux has been a staple for everyone from off-road tourers to tradies for generations
What I never expected to see was one floating past me with that EV-characteristic, “gates of Heaven” background theme music lulling me into a trance. But that’s exactly what I was confronted with as part of Toyota’s Pathways Event a few weeks back.
The Toyota Hilux BEV was the only model that we didn’t get to sample on the way out from our digs in Brisbane. That activity was relegated to vehicles capable of the driving range required; the Landcruiser Performance Hybrid, Rav4 GR Sport and the BZ4X wagon.
Nevertheless I was quite keen to get a look at it. The truth is it was somewhat an anticlimax, for two reasons.
The first was that it really doesn’t look any different to the existing diesel variants found all over the country. The only real giveaways are the unique aerodynamic wheels, the charging flap in the front passenger quarter panel, and the lack of a grille up front.
The second reason for disappointment was that front end; I just really struggle with the design.
The overwhelming same-ness continues inside.
Being the SR grade, it gets the same cloth seats I left behind in the exacting diesel-powered grade I had on media loan back in Sydney.
It’s comfortable to sit in, with controls that fall to hand with ease. You get the same 12.3-inch infotainment screen and familiar operating systems you’d find in any Toyota, making everything easy and intuitive to use.
Wired and wireless Android Auto and Apple CarPlay through a 4-speaker sound system round out the pertinent technical details.
The lack of off-road controls is perhaps the first sign of differentiation. They’re usually found around a large traditional gear shifter, which has been replaced by one that I can now confirm I’ve seen in a Lexus.
Rear seat passengers get all the same amenities too, with air conditioning vents and USBC charging ports. In essence the only difference was the inclusion of a 220V 1500W inverter, which could come in handy for charging various trade-related tools.
But the money shot for the Toyota Hilux BEV is the drivetrain, it’s also what will be most controversial.
Lifting the bonnet reveals a strange sight; because in the place of the familiar 2.8l diesel sits an electric motor. It’s mated to a second unit on the rear axle which together, feed off a 59.2Kw battery pack that sits low between the chassis rails.
There’s significant focus put into architecture supporting the battery to allow for life in an industrial setting. This includes water cooling, breathers for improved water resistance, along with reinforcements and crossmembers for added protection, whilst allowing an appropriate level of flex.
The system generates combined outputs of 144Kw and a torque split of up to 286Nm in the rear and 205Nm up front. These are far from the often-silly numbers we’ve become used too with EV’s; you know, the type that fans will rattle off in blind allegiance in an effort to outdo the next guy.
They’re also deficient enough to give the mainstream motoring media mastheads a rager; imagine the headline potential that only 300km of range and those piddly output numbers would afford…
The reduced payload down to 725kg in the pickup (and 855kg in the cab chassis), along with the towing reduction down to 2T would also be the perfect social media post to get 1m+ angry views from the off-road and touring fraternity too.
Ultimately, it’s a wet rag, because these numbers are not supposed to excite a jet-ski towing, highway-tailgating, Fox hat wearing end user.
That’s because Toyota has openly said that they didn’t build this vehicle for the private buyer.
Instead, two years of intensive testing in mining and industrial settings have ensured that those numbers, and that chassis, are up to the rigours of being put to work in those sorts of settings.
It goes without saying that staff at a mine will see the Hilux BEV as a tool, not an extension; pun completely intended.
As I see it, the strategic play is twofold. Assuming they can sell in appropriate numbers, this Hilux BEV should go a long way to help with NVES targets for the brand. An insider has confirmed that order numbers have exceeded expectation for the first month.
Furthermore, it helps with targets that also affect fleet buyers, presenting a strong benefit for the buyer too.
My time behind the wheel of the Hilux BEV was short but enough to get a taste. The route was made up of one gravel road, along with a range of simple trails to get from one low-to-mid-strength track to the next.
The truth is once you find a way to get your mind over the obvious lack of diesel cacophony, it’s much of a muchness. It took a while, as the initial soft whining of the motors was truly odd. This was punctuated by the fact that I had a diesel SR cab chassis on media loan waiting back at Sydney airport.
Controls all feel familiar and well calibrated, and the characteristic instant power make for spritely launches, whilst off-throttle, the regen system dutifully harvests power.
On some rutty inclines I found the throttle to be well calibrated, allowing for good modulation without even needing to touch different modes, remembering that these were simple tracks.
The suspension feels firmer, but that’s expectedly so given the extra 300-odd (2420 vs 2125) kilos that the electric drivetrain adds to the chassis. This doesn’t have as much impact on gravel roads where I expect such a unit to operate most of its life. Bumps felt more pronounced on rougher trails and tracks, but I also suspect a little load would take the edge off.
The dual motors allow for all-wheel-drive capability and a range of drive modes are available through the Multi-Terrain Management system, but there is no low range available in the Hilux BEV.
It won’t be an issue for those getting views by taking all-wheel-drive vehicles into trails. But for real enthusiasts, if the above stats didn’t put the nail in the coffin, this omission will.
And then there is the price; coming it at $74,990 for the SR pickup I drove and $76490 for the dual cab chassis. That represents a premium of $17,000 over the corresponding diesel variants.
I noted earlier that competition in the full BEV utility space was limited.
The reality is that if we consider the intent, there is no competition. My business brain reads this as a smart strategic play in a green market segment – so kudos to Toyota for taking the first step.
But as a car person, I struggle. It wont be for me, but for the person who wants a Ute and needs to be green without the burden of needing the payload and towing capacity – it could work.
Like every incumbent motor vehicle manufacturer, Toyota is hedge-betting on different variants and drivetrains to allow for more choice.
And in my eyes, choice is good.
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