Toyota Hilux BEV (2026 - ) review

The BEV will be capable of carrying 715 kg of payload (this is all but confirmed) in its 1.5-metre by 1.5-metre and 48 cm deep load space… quite a bit short from the 1000 kg needed to be considered a commercial vehicle for UK tax purposes (although being a double cab already rules it out). It can tow up to 1,600 kg, which is fine. The 150-mile range might raise some questions about practicality considering competing vehicles like the KGM Musso EV and Isuzu D-Max EV can go slightly further. We didn’t get to drive it with any load in the back, but the tailgate was easy to open (even if it didn’t have soft-drop) and side steps built into the body made it easy to get up to load height.

On the inside, the new Hilux feels very like the company’s Land Cruiser, with dark greys, high seating positions and two big 12.3-inch digital screens with all the usual connectivity options. We drove a couple of the vehicles in different trim levels, with the lower-spec vehicles all plastics and hard-wearing fabrics, and the higher-spec vehicles filled with ‘leather-effect materials’ and additional surface features… such as a cover for the dash-mounted cubby above the glovebox and flip-down covers for the cup holders. Overall, the quality of Toyota’s interiors continues to be high and the new Hilux looks set to live up to the usual expectations in this area.

Toyota is quick to point out that the new electric powertrain has not compromised the Hilux’s capabilities in any way… aside from the distance it can travel. The 59.2 kWh battery pack will offer around 150 miles of range (not WLTP confirmed as yet), and can be charged from 10-80 per cent in as little as 30 minutes at speeds of up to 150 kW. As for general pricing, we were told the BEV is likely to cost somewhere in line with the Isuzu D-Max’s electric version, but this is unconfirmed at present. It doesn’t qualify as a commercial vehicle due to its lower payload and double cab configuration, so take that into consideration when looking at running costs. That said, we heard rumours that a commercial version without rear seats to make room for more cargo may be in development already, so watch this space.

The huge benefit of choosing to drive any Toyota vehicle is that they come with a three-year manufacturer warranty that extends each year for another 12 months/10,000 miles with every qualifying service (get it done at a Toyota Professional service centre). You can keep doing this each year up to a total of 100,000 miles or 10 years. The new Hilux will benefit from this same cover, and if a manufacturer is so confident in its product that it gives out 10-year warranties, then the reliability of the vehicle is something you can be confident about.

The battery is slung at the bottom of the vehicle, meaning the electric Hilux has a lower centre of gravity than ICE trucks. According to Toyota, this is the first time BEV technology has been used in a body-on-frame vehicle, with the battery contained within the vehicle’s frame protected against damage and water, ensuring the Hilux remains a reliable go-anywhere pick-up truck. The powertrain consists of front and rear electric motors working together to produce 196 horsepower slightly favouring the rear axle, with the front eAxle producing 205 Nm of torque and the rear unit 268 Nm. This means that the BEV offers permanent four-wheel drive.

'Incredibly confident' is the best way to describe the Hilux BEV’s off-road driving, and 'quietly competent' is how we’d describe its general road handling. This is a very smart vehicle to drive in nasty conditions, requiring practically no driver input beyond pushing pedals thanks to the new 4x4 system. On a normal road surface, the Hilux BEV drives like most bigger electric cars, you’ve got torque to play with and power to sustain your speed. The centre of gravity is lower and slung towards the back slightly, which means you feel like you’re being pushed to your destination; it ends up being only slightly disconcerting because of the quiet and smooth electric driving. It was powerful and responsive enough, losing grip only a few times when we accelerated too hard into tight corners. The three driving modes (Normal, Eco and Sport) were difficult to discern between with Sport just feeling a bit faster and pointed when we put our foot down, Eco lowered power a bit and dragged with some regen braking when we took our foot off, and Normal just seemed to balance between the two. Off-road, however, the Hilux BEV is all about the capabilities delivered by its dual motors and the clever Multi-Terrain Select system. The MTS system has an automatic setting that simply waits to feel the surface you’re driving on and adapts power accordingly, or you can manually choose from a roster of modes tailored to specific surfaces (Rock, Sand, Dirt, Mogul and Mud). Mogul mode deserves its own mention because it simulates the low-range gears by lowering power and making gear switching more smooth so you don’t get stuck. The most surprising thing is how little you have to do to drive off road. We negotiated a relatively tough course several times and barely had to touch any buttons or dials to keep the vehicle moving up, down and through all sorts of obstacles. As much as we usually enjoy engaging a variety of systems to drive off-road, the Hilux BEV made us feel like we could go anywhere straight out of the box. Even the most inexperienced drivers could climb a muddy and slippery mountain in this! Just be aware that the battery pack lowers the ground clearance slightly to around 207 mm and means you need to watch out for bigger bumps and drops to avoid scraping the bottom of the vehicle. Even with that consideration, the wading depth is 700 mm, meaning you can drive through deeper water if needs be.

The Hilux BEV is built on a tough ladder chassis with the battery housed at the bottom inside the frame and protected from the ground by a full-length protective plate. As for safety systems, you can expect to benefit from Toyota’s full suite in the final UK models. We’re awaiting the final confirmed list, but we have no doubt there will be a full range of options and packs to choose from. A reversing camera was included in all models we test drove, so let’s keep our fingers crossed that it’s a standard offering.

The Hilux BEV we drove gave us a good look at the new exterior and interior design. On the outside, the new Hilux – BEV included – will be 5.32m long, 1.85m wide, 1.86m high, with a 3.08m wheelbase and an all-new look with a striking front end showing that Toyota can really nail the tough look a pick-up needs. The bonnet is flatter than previous generations giving the vehicle a snub-nosed look with a higher horizontal axis and an upper grille bar sitting between the slim headlights and stamped with a classic Toyota logo. On the BEV version, the electric powertrain is reflected at the front by the removal of the front grille and the addition of 17-inch alloy wheels.

You’ll buy the Toyota Hilux BEV because you work in an industry that needs a go-anywhere pick-up truck with an uncomplicated off-road driving system and zero emissions. Its 150-mile range and 700 kg payload won’t blow you away, but you won’t be choosing this vehicle just for those stats. You’ll be choosing it because it CAN go anywhere, it won’t guff out diesel fumes, and you want the capabilities of an electric Hilux covered by a superb 10-year warranty.