The ninth generation version of Toyota's indestructible Hilux pick-up takes a further step into the electric era. Jonathan Crouch drives it.

Background

Think of a pick-up and it's quite likely that you'll be picturing a Toyota Hilux. This model has, after all, been a dominant presence in the global pick-up market for around half a century. Here's the ninth generation version. Quite a lot's different here to suit the current electrified zeitgeist. Headline news is that there's now a full-EV version. The 2.8-litre diesel model though, will continue to be the core seller, now standardised with a 48V mild hybrid system. Toyota says there will be a hydrogen fuel cell version too later in production. The Hilux sells in 172 countries around the world and has sold in the UK since 1972. Since then, it's earned a reputation for class leading toughness. This, after all, was the vehicle Jeremy Clarkson and Top Gear drowned, threw from the top of a tower block and still drove home. It was the first vehicle to be driven to both North and South Poles. It's conquered the Antarctic, the slopes of live volcanoes and the gruelling Paris-Dakar rally. It is, in short, for everyone from suburban builders to Libyan freedom fighters, a pick-up trusted the world over to get the job done. So what of this MK9 model? Let's take a closer look.

Driving Experience

The two powertrains on offer this time round could hardly be more different and will be chosen by completely different kinds of customers. Toyota had to do a full-EV model this time round (we'll get to that) but for the time being, the vast majority of sales will still be taken by the diesel. Indeed, you'll have to choose the diesel unless you're happy to compromise very heavily on towing capacity and payload. The engine in question is the 2.8D unit that featured in this pick-up before, embellished by a 48V mild hybrid system. That Hybrid set-up is based around three principal components: an electric motor generator, which replaces the conventional alternator; a 48V lithium-ion battery; and the DC-DC converter which controls the energy flow battery and motor. This electrified powerplant is paired to an eight-speed auto gearbox and in no way affects off-road ability. The stats are much the same as before, so this 4WD 201bhp powertrain has 500Nm of torque and will tow up to 3,500kg. The diesel's specially designed starter generator is mounted up high in the engine bay to preserve the 700mm wading figure. As mentioned, the alternative is the Hilux BEV. To create permanent 4WD, this has two electric motors - one on each axle - together generating 193bhp. The battery that energises these has to fit within the confines of the chassis rails - which is significant because it means that it can't be very big, rated at just 59.2kWh. Which in turn means that range is restricted to just 159 miles. It might also bother long-time Hilux owners to learn that like all MK9 versions of this design, electric power steering has been at last been adopted. And, even more significantly, unlike the diesel, the EV has no differential locks or anything like a low-range gearbox. Instead, there's a Multi-Terrain Select system to control motor output. You just pick the mode you need for the ground you're covering, whether it's sand, mud, rocks, dirt roads or moguls. Or leave the system in auto to manage throttle, steering and the AWD system by itself. The BEV matches the Hilux diesel when it comes to approach and departure angles (which are 29 and 24-degrees respectively). It has the same 700mm wading depth, 500mm of wheel articulation and 207mm of ground clearance, but the breakover angle is 4-degrees shallower than the diesel, at 20-degrees. On the highway in the BEV, 0-62mph takes under 10s on the way to just 87mph. Mid-range pulling power though is strong, with 206Nm of torque developed by the front motor and 269Nm at the rear.

Design and Build

Toyota was after a more powerful look for this ninth generation model, styled around what the brand calls a 'Tough and Agile' theme supposed to deliver a stronger-looking stance, which is now more upright and aggressive. The dimensions haven't changed much, the 5.3-metre overall length a negligible 5mm shorter than before. Slim headlamps are linked by a central Toyota-branded bar and the tail lamps are redesigned too. You'll spot the BEV version by its lack of a frontal grille and the electric model has a dedicated alloy wheel design too. Only the Double Cab body shape is now available, which will be a disappointment to the small number of farmers and builders who previously bought the single cab and super cab versions. Inside, there's an all-new and much improved interior which borrows much from the current Land Cruiser SUV, though with a few more hard plastics. That means squared-off shapes as part of an upright dashboard. Through the three-spoke wheel, you view an instrument screen that'll be either 7-inches or 12.3-inches in size, depending on the trim level you've chosen. It includes a display of how power is being fed to the front and rear axles. The infotainment monitor is set high on the dashboard and is usually 12.3-inches in size, complete with plenty of connected services and functions. The driving modes are selected using a rotary dial on the centre console. You activate the off-road settings using the same dial after pressing the drive mode button next to it. The climate functions are, thankfully, separated out from the screen, but look a little dated. As before and as usual with a doublecab pickup, the rear seat backrest is rather upright, but it'll be fine for short-to-medium journeys. And there's space beneath the base to store things, with a useful 60:40-split tip-up function so that valuable things like tools can be kept away from prying eyes.

Market and Model

At the time of this review in Autumn 2026, prices for the 2.8 D-4D diesel 48V Hybrid version were starting from around £43,000 - or from just under £36,000 once your business has reclaimed the VAT, assuming you're able to. You won't be able to reclaim VAT on the full-electric Hilux BEV because its payload is under a tonne and therefore it's tax-classified as a 'car'. But it does qualify for the government's £5,000 Plug-in Van Grant, which means you'll end up paying a sum that at the time of this review was starting from around £48,000, with prices up to around £52,000 if you want to progress beyond base 'Icon' spec to the plusher 'Invincible' version we tried. The diesel version has a wider choice of trim levels, adding to the two specs just mentioned with a more basic 'Active' version and an even plusher top 'Invincible X' variant. Whatever your choice of powertrain, there's now just a single Double Cab body shape, though you can also talk to your dealer about a two-seat conversion, which will leave the rear seat area as an extra cargo bay. Spec-wise, the diesel model entry point 'Active' trim includes an extensive Toyota Safety Sense active safety and driving assistance systems, a digital multi-information display, a rear deck step and, for the first time on Hilux, electric power steering. The mid-level 'Icon' grade adds further premium equipment and cabin comfort features, including 17-inch alloy wheels, heated front seats, a 12.3-inch Toyota Smart Connect multimedia system, smartphone integration (Apple CarPlay and Android Auto) and a wireless charger. The plush Hilux 'Invincible' builds the specification with part-leather upholstery, power driver's seat adjustment, a 12-inch digital multi-information display and an auto-dimming rear-view mirror. The top 'Invincible X' adds additional styling details including a dedicated 18-inch alloy wheel design, a high-over bar, a drop-in load liner and bodywork badging. Interior features include a JBL premium audio system, heated rear seats and a Multi-Terrain Monitor to support safe and precise vehicle positioning in off-road driving. The all-electric Hilux is offered with two equipment grades. The base 'Icon' version features include alloy wheels, side steps and Multi-Terrain Select and Downhill Assist Control systems to support driving in different off-road conditions. Standard equipment for the top BEV 'Invincible' model includes leather upholstery, a wireless charger and LED headlights.

Practicalities and Costs

There are two totally different stories here. The diesel version is as practical as it ever was. With the EV, you're going to need to accept some compromises. Both variants have the same doublecab load bed though, measuring 1,555mm long and 1,540mm wide (with minimal wheel arch intrusion) and a load bed depth of 480mm. The weight of what you can take in this space though, varies quite a lot with powertrain. It's the usual one-tonne capacity with the diesel, but the BEV can take only 715kg. That's 215kg more than the KGM Musso EV, but 285kg less than an Isuzu D-Max Electric. Towing is compromised too with the electric model. While the diesel version can haul along the usual 3.5-tonnes, the BEV is limited to just 1,600kg braked. The 48V mild hybrid system was introduced as an optional powertrain on final versions of the MK8 model and its efficiency figures in this replacement don't vary much. That means up to 29.1mpg on the combined cycle and up to 254g/km of CO2 - stats which aren't much better than this 2.8 D4-D engine managed without the 48V system in the old model. You should at least get a reasonable range from the 80-litre fuel tank. The BEV DC-charges at up to 150kW, which means a 10-80% DC charge takes just under 30 minutes. A 10kW AC wallbox will fully charge the battery in six hours 30 minutes. As usual with a Hilux, service intervals are at 24 months or 20,000 miles. And like all Toyota's the warranty can last for up to 10 years if you service the vehicle regularly at a franchised dealer.

Summary

The changes made to this ninth generation model have been necessary for the new electrified era, but never far below the surface is the rugged toughness that has taken this vehicle to the furthest and most inhospitable parts of the Globe. We like the looks, the smarter cabin and the well-chosen balance between a sturdy feel and a smart demeanour. Yes, Toyota could have made it even more car-like. In some ways though, we think the Hilux works best just as it is. At heart, this is a working vehicle and ultimately, it should always feel like one. Are there any real issues here? A few. Most apply to the electric version with its compromises on drive range, payload and towing capacity. As for the diesel variant you'd probably rather have right now, well it's added 48V mild hybrid system doesn't seem to have bought any really significant efficiency figure benefits, but it remains a torquey, usable unit perfect for the kind of pick-up this is. In its combustion form at least, the Hilux remains one of our preferred options in the pick-up segment - and we're not alone. From Alaska to the Sahara to the Australian Outback, this is the vehicle of choice for people who need to get the job done. Drive one and you'll see why.