Toyota Hilux Diesel Hybrid 48V (2026 - ) review

Just like its BEV counterpart, the Hilux Diesel Hybrid 48V’s interior feels almost identical to Toyota’s Land Cruiser. We’re talking high seating, dark grey materials, and two crisp 12.3-inch digital screens with all the connectivity options you’d expect. The lower-spec trims get plastics and hard-wearing fabrics, while the high-spec vehicles are filled with eco leather, electric seats, and additional features like covers for the dash-mounted cubby and cup holders. The quality of Toyota’s interiors are high and the new Hilux trucks really do deliver on comfort. We feel driven to mention that the back seats offer slightly less leg room than you might expect, but a six-foot trio in the back will be fine.

On-road we felt like we were driving a stylish pick-up truck, which is fine and it was comfortable enough with little juddering. But the Hilux Diesel Hybrid 48V really can go anywhere and off-road is where it shines. Mud pits, deep tyre grooves, sharp ascents, hanging descents, slopes, brush, rocks, and other hazards couldn’t stop this truck from getting to its destination. The vehicle’s 4x4 system is, frankly, excellent with selectable 4H and 4L modes enhanced by Toyota’s clever Multi-Terrain Select (MTS) system – just remember to slip into neutral to switch drive modes. On MTS, it gives the driver a choice of up to five modes to adapt the vehicle’s performance to suit different off-road hazards – dirt, sand, mud, deep snow, rock and auto (the latter setting being perfectly capable of on-the-fly tweaks to keep you moving). We were able to use all settings (apart from deep snow) in Bulgaria and felt safe in all conditions. Even when the vehicle is bucking and sliding around on deep mud slopes, we still felt as snug as a bug in a bubble-wrapped rug. Notably, the new Hilux features Electric Power Steering (EPS), which works well to help you get round corners and is well tuned providing light steering at low speeds and reassuring weightiness at high speeds. It’s a good upgrade on the hydraulic system of previous models.

The vehicle’s mild hybrid system combines Toyota’s 2.8-litre diesel engine with an electric motor-generator and 48V battery situated beneath the rear seats. We were told that the hybrid components are specifically positioned so they don’t affect off-road driving – e.g. the motor-generator is positioned high up on the engine block to provide the 700 mm wading depth. In short, the mild hybrid system basically exists to provide a bit of extra power when you need it. Good or bad, we wouldn’t have known we were driving a mild hybrid unless we’d been told. The feeling of safety we experienced while driving the vehicle on all road types is a big performance plus for the new generation of Hilux. 

Being a mild hybrid helps with some extra power and fuel efficiency, but you’ll still be looking at acquisition and ongoing fuel consumption as your primary sources of running costs. At best, fuel efficiency (WLTP) hovers around 23 mpg but bet on lower. Prices start around £35K (ex VAT), but the more plush high-spec models will sit closer to £45K and up. A good finance or lease deal will help here, but the entry price is pretty convincing. It’s a bit of a balancing act – running one will cost a bit, but buying/financing/leasing one could be competitive.

The latest Hilux trucks are all equipped with a comprehensive safety and Advanced Driver Assistance Systems (ADAS) package, with the third-generation Toyota Safety Sense package provided as standard. Driver assistance systems are plentiful and include a Blind Spot Monitor (BSM), Safe Exit Assist (SEA) and Parking Support Brake (PKSB) alongside many others. As we’ve said a few times in this review, we never once felt unsafe while driving any of the new Hilux trucks and that’s because Toyota knows how to make safe vehicles.

Equipment is, as you would expect, generous even from entry level. You can get a Diesel Hyrbid 48V in one of four trim levels – Entry, Mid, High and range-topping Invincible – with each one building meaningfully on the last. Allow wheels are available on Mid and up, 17-inch matt black with 18-inch for the higher trims. The hybrid model is available in eight exterior colour options, and the redesigned front end features a new sporty look with a classic Toyota logo stamped on the end of the bonnet. As you add more equipment the price goes up (of course) and we’d urge any prospective customers to check the specifications before purchasing. 

You’ll buy the Toyota Hilux Diesel Hybrid 48V because you need a go-anywhere pick-up truck with an uncomplicated off-road driving system. It can carry 1,000 kg in the back, tow 3,500 kg and achieve 23 mpg. But the stats will matter less than the simple reassurance that it CAN go anywhere and is covered by a superb 10-year warranty. Break down the acquisition costs with finance or on a lease and you’ll be a very happy customer. 

The Hilux Diesel Hybrid 48V can carry a payload of over 1,000 kg and tow 3,500 kg, neither of which we’ve been able to test to the full but feel confident enough saying it will definitely be able to do. What we were able to test was the truck’s ability to carry SOME weight (just over 150 kg over the rear axle) on some taxing off-road courses in the Bulgarian countryside. We wouldn’t expect such a small weight to trouble the Hilux and it didn’t, if anything it made the drive feel more confident and slightly stiffened up the rear suspension reducing judder. This gives us great confidence that more weight won’t trouble it either. Practicality is further enhanced by being a double-cab truck, which means more seats and the ability to run it as a personal vehicle. We’re rating the vehicle here based on its ‘on-paper’ capabilities and the terrain handling we’ve experienced in-person… the score may change when we get our hands on the UK version.