Speaking to the folks at Toyota, I’m assured this isn’t arrogance.
By now, you’ve no doubt read that the 2026 Toyota HiLux is essentially a major update of the outgoing version, rather than being an all-new vehicle.
And it’s easy to assume that a certain level of arrogance could be at the root of the latest HiLux – the result of a decision to heavily facelift the previous model, adding a refreshed interior and suspension changes to the now decade-old ute.
After all, it was the best-selling vehicle in Australia for years, before the Ford Ranger relegated it to the second step. And the HiLux is still posting strong sales figures, even with this ‘new’ model coming over the horizon.
But – after putting the question to Toyota representatives – they assure us that is not the case. While Toyota has every reason to take a superior attitude, there’s more at play here.
While the cab – everything from the A-pillar to the C-pillar – has carried over from the previous model, the 2026 HiLux gets new styling front and rear, led by the Australian design team, along with an all-new interior, revised suspension, and electric power steering.
Toyota’s top executives say they’ve been listening to their customers – 51 per cent of which are previous HiLux owners – and this is the result. Yet we’re seeing it all across the industry.
Rather than dropping a billion dollars on a clean-sheet design, instead automakers are just taking a current model – something that’s fundamentally good already – and giving it a big birthday.
The latest Toyota Camry, Nissan Z, and Ford Mustang – and even the ‘new-generation’ Ranger – were all passed off as being new cars, despite being significant updates of their predecessors.
After all, if it ain’t broke, why fix it?
But to be sure, it’s not one single thing that led us here. The current economic and political climate is probably one major aspect, though.
In Australia, we have the looming New Vehicle Efficiency Standard, which will put the screws on all the legacy car manufacturers. Then again, it could be abolished at the next federal election.
Globally, governments are threatening that new petrol and diesel cars could be banned from sale within a matter of years, and automakers have to be ready to adapt.
And then there’s the ever-increasing, relentless pressure from the Chinese auto industry, shrinking each brand’s piece of the ute pie.
That billion dollars saved updating an old model will probably have to be deployed in the coming years to respond to new legislation, anyway.
No, the latest HiLux wasn’t born from arrogance – it was a business decision, a smart play forced by bad timing.
So before you scoff at Toyota, consider that there were probably dozens of meetings involving some pretty smart people, and this new HiLux is the result.
Aside from a new front- and rear-end styling, the interior has been completely redesigned, with a large infotainment screen, digital instrument cluster, and all-new seats. Engineers have also created two different suspension tunes, and added the aforementioned electric power steering.
In the medical industry, it’s known as ‘Minimum Effective Dose’. In other words, what is the minimum amount of treatment required to get the desired result?
Regardless of how we got here, ultimately, we want to know whether Toyota has done enough to keep the HiLux competitive. Let’s find out.
How much does the Toyota HiLux cost?
At the time of writing, there are 16 different variants of the 2026 Toyota HiLux to choose from: Four 4×2 variants ranging from the manual single-cab/chassis WorkMate at $33,990 before on-road costs, to the automatic dual-cab SR pickup for $52,990 plus on-roads.
| 2026 Toyota HiLux 4×2 | Price before on-road costs |
|---|---|
| WorkMate 2.8 manual single-cab/chassis | $33,990 |
| WorkMate 2.8 auto single-cab/chassis | $35,990 |
| WorkMate 2.8 auto double-cab pickup | $47,990 |
| SR 2.8 auto dual-cab pickup | $52,990 |
| 2026 Toyota HiLux 4×4 | Price before on-road costs |
|---|---|
| WorkMate 2.8 auto single-cab/chassis | $45,990 |
| WorkMate 2.8 auto double-cab/chassis | $52,490 |
| WorkMate 2.8 auto double-cab pickup | $53,990 |
| SR 2.8 auto extra cab-chassis | $54,990 |
| SR 2.8 manual double-cab/chassis | $54,990 |
| SR 2.8 48V auto double-cab/chassis | $57,990 |
| SR 2.8 48V auto double-cab pickup | $59,490 |
| SR5 2.8 manual double-cab pickup | $63,990 |
| SR5 2.8 48V auto double-cab/chassis | $64,490 |
| SR5 2.8 48V auto double-cab pickup | $65,990 |
| Rogue 2.8 48V auto double-cab pickup | $71,990 |
| Rugged X 2.8 48V auto double-cab pickup | $71,990 |
For those requiring 4×4 capability, there are 12 options on the table, starting with the automatic single-cab/chassis Workmate for $45,990 plus ORCs, and topping out with the dual-cab Rogue and Rugged X, both available from $71,990 plus ORCs.
While the Rogue is meant to be “lifestyle focused”, the Rugged X is positioned for those who venture off-road.
Of the 16 variants, Toyota has increased prices for nine of them, bumping prices by between $460 and $4300.
While the cheapest HiLux costs less than the cheapest Ranger, Ford has a total of 25 variants – not including the heavy-duty Ranger Super Duty – and Toyota is also yet to respond to the hugely popular Ranger Raptor.
To see how the Toyota HiLux lines up against the competition, check out our comparison tool
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What is the Toyota HiLux like on the inside?
If, like 51 per cent of buyers, you have a HiLux sitting in your driveway right now, the interior is where you’re going to notice the biggest difference with the new ute.
Taking inspiration from the likes of the Prado and other commercial models in the Toyota lineup, the HiLux gets a much more modern, three-tiered dashboard – complete with a new 12.3-inch touchscreen in landscape, which is standard across the model range.
Wireless Apple CarPlay and Android Auto is also standard, as is the digital instrument cluster – 7.0 inches for the WorkMate and SR, and 12.3 inches for the SR5 and above.
Just don’t look too closely, as the centre console isn’t actually symmetrical with the vents and infotainment screen. Or vice versa. Either way, sorry – it’s hard to unsee.
Toyota says the seats are all-new, offering greater comfort than before. Ergonomics are pretty good, with a quick adjustment to the seat and steering wheel to get comfortable.
However, the cabin remains relatively cosy. Given it’s the same as the old HiLux from A-pillar to C-pillar, there isn’t any extra room to play with. While it’s not uncomfortable, if swinging cats is your favourite pastime, you might want to consider a different ute.
The back seat is a little tight, but still capable of fitting two average-size adults comfortably. I spent about 40 minutes in the second row, and I wouldn’t have wanted to spend too much longer than that back there.
While it all feels solidly put together, the final fit and finish of the cabin raised an eyebrow or two. There was a pronounced lip between where the top of the dash meets a trim piece, and we noticed the outside door handles had rough witness marks from manufacturing.
Sure, this is a commercial vehicle – who cares if there’s a plastic ridge on the inside of the door handles? Well, it may not matter to some, but there are plenty of other utes – some for a lot less money – that seem to care more about the touch points.
| Dimensions | Toyota HiLux |
|---|---|
| Length | 5320-5380mm |
| Width | 1855-1885mm |
| Height | 1848-1880mm |
| Wheelbase | 3085mm |
To see how the Toyota HiLux lines up against the competition, check out our comparison tool
What’s under the bonnet?
For the latest HiLux, Toyota has dropped the 2.4-litre diesel and 2.7-litre petrol engines, with the carryover 2.8-litre turbo-diesel four-cylinder engine now standard across the range. For now, at least.
| Specifications | Toyota HiLux |
|---|---|
| Engine | 2.8-litre turbo-diesel four-cylinder |
| Power | 150kW |
| Torque | 420Nm (manual) 500Nm (auto) |
| Transmission | 6-speed manual 6-speed automatic |
| Drive type | Rear- or four-wheel drive |
| Fuel economy (claimed) | 7.1-8.0L/100km (manual) 7.5-8.1L/100km (auto) |
| CO2 emissions (claimed) | 187-201g/km |
| Fuel tank | 80 litres |
| Weight | 1690-2342kg |
| Payload | 778-1205kg |
| Braked towing capacity | 750kg (unbraked) 2900kg (4×2 braked) 3500kg (4×4 braked) |
| Gross vehicle mass (GVM) | 2950-3120kg |
| Gross combination mass (GCM) | 5800-6300kg |
The 2.8-litre engine still puts out 150kW of power, with 420Nm of torque on tap for vehicles with a six-speed manual transmission, while the six-speed automatic gets the benefit of 500Nm.
Automatic dual-cab 4×4 variants from SR and up also gain Toyota’s V-Active technology, which is essentially a 48-volt mild-hybrid setup designed to reduce fuel consumption and emissions, thanks to an 8.5kW/65Nm electric motor generator – though no additional performance is quoted by Toyota.
Depending on the variant, combined fuel consumption is quoted as being between 7.1 and 8.0L/100km for manual HiLux utes, while automatics get between 7.5-8.1L/100km.
To see how the Toyota HiLux lines up against the competition, check out our comparison tool
How does the Toyota HiLux drive?
One of the big headlines is that Toyota has introduced two different suspension setups for the HiLux – a heavy-duty tune for carrying loads and towing, and a new ‘multipurpose’ suspension, which is meant to be comfort-oriented.
The other big change is the steering, with the previous antiquated hydraulic system dropped in favour of electric power steering.
On the road, the changes to the steering are immediately noticeable – and it’s clearly for the better. While the previous truck-like steering had its charm, after few minutes behind the wheel of the latest HiLux it becomes obvious that the new power steering is easier to use and makes this ute feel more modern.
In the road-oriented, range-topping HiLux Rogue, it offered easy handling and a comfortable ride on smooth roads.
Sound deadening has certainly improved – and is particularly noticeable on the Rogue – helping to reduce the frankly awful noise of the engine.
The six-speed automatic transmission works fine, but is starting to show its age, being a little lazy and not as sharp as those found on other utes.
It was great having a couple of manual HiLux utes at our disposal – a rarity nowadays – yet the reduced torque was noticeable on some of the steeper sections of road. Having automatic rev-matching is an interesting addition, though it might help save the clutch from workers out there with limited manual experience.
It does seem like a bit of an oversight that Toyota hasn’t offered the option of full-time four-wheel drive on the new HiLux – despite being available in the Ranger and other rivals. Having the ability to switch to ‘4A’ is a huge confidence booster when you’re driving a heavy ute on all-terrain tyres in the pouring rain.
But it still has high- and low-range, as well as a rear locking differential and multi-terrain modes, and off-road the HiLux is as impressive as it has ever been. Whether scrambling up a loose and rocky hill, or navigating through a washout made of clay, the HiLux just crawls along, getting the job done without breaking a sweat.
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While other utes may have more gadgets and gizmos, the HiLux seems to get the same result with less. It remains a proper off-roader, straight out of the box – though the experience of the driver does appear to play more of a part than rivals that rely more on technology.
Despite the Rogue offering a comfortable ride on smooth city highways, once we hit some rougher, pockmarked country roads in the HiLux SR5 – which is meant to have the comfort-oriented suspension – it felt as if the ute could barely handle it.
Our initial impressions of the ride was that it was good – a clear improvement over the old one, no doubt, and helped by well-maintained highways. Yet as soon as the road deteriorated, that idea went out the window. It was so bad, in fact, that we assumed we’d gotten it wrong and the SR5 must have had the heavy-duty suspension. But no.
On a properly rough country road, the ride quality of the HiLux – despite having the ‘comfort’ suspension – borders on unforgivable. Even on relatively benign road imperfections, the lack of torsional rigidity in the chassis becomes most evident, with bumps echoing through the chassis and shaking the body.
Toyota no doubt has made improvements to the suspension, particularly to the ‘multipurpose’ version. But it almost feels like gaslighting – trying to inject the idea into the zeitgeist that the new HiLux is a big step up in comfort. That certainly wasn’t our experience.
To be fair, corrugated gravel roads seemed to have the suspension relax into a regular frequency, floating the ute over the bumps without much fanfare. But introduce random, sporadic potholes – particularly when the car is loaded in a corner at speed – and there’s little sign of sophistication or composure from the chassis.
Our time in the Rogue was very limited, and we weren’t given the opportunity to drive the Rugged X. It’s possible a few heavy accessories over the rear axle – like a sports bar, retractable metal tonneau, and a tow bar – could collectively provide enough extra weight to settle the suspension, but it’s difficult to explain away what we experienced first-hand.
Swapping the SR5 for a WorkMate only made things worse. The Workmate gets the heavy-duty suspension, which in fairness would no doubt ride a lot better with some weight in the back. But unladen, as tested, the HiLux was rough as guts on country roads.
However, in a world that seems to be charging full-speed ahead into a future with zero buttons and knobs, it was nice jumping into the base-spec HiLux WorkMate, which has lovely cloth-trimmed seats, a physical key, and high-quality switchgear. It does miss out on a rear differential lock, but the factory Toyota tub offers a fold-out ladder rack on the hoop. So, swings and roundabouts.
The SR does get a rear diff lock, significantly improving capability in low-traction environments.
But because it also has the heavy-duty suspension, the unladen HiLux SR was just as uncomfortable over potholes and in rough off-road conditions. Even a little bit of weight in the tub would have preloaded the suspension and helped absorb some of the vibrations and harshness – but that wasn’t what we were given to test.
The latest Mitsubishi Triton GLX+ – which is more than $6000 cheaper than the equivalent dual-cab HiLux SR 4×4 auto – also offers heavy-duty suspension, yet doesn’t assault its occupants to the same extend as the HiLux.
Even an unladen Ranger Super Duty, which is designed to carry much more weight than the HiLux, offers a more comfortable and compliant ride.
If you’ve spent your life riding in FJ40s, 70 Series LandCruisers, and HiLux utes, then the rough ride won’t be unfamiliar to you – and may even offer some level of reassurance or nostalgia, in that it feels like a proper old-school, Toyota four-wheel drive.
I know it well. I’ve owned two older HiLux models myself, and frankly there is something endearing about a raw, unrefined ute.
Yet, compared to what’s on offer from the current crop of utes on sale today – including some of the cheaper Chinese options – the ride of the HiLux comes across as uncomfortable, underdeveloped, and outdated. I’d love to tell you the new ‘comfort’ suspension tune was a big improvement, but on rough roads that didn’t seem to be the case.
| Off-road dimensions | Toyota HiLux |
|---|---|
| Track front and rear | 1530/1550-1555mm |
| Ground clearance | 224-229mm |
| Approach angle | 29 degrees (excuding Rugged X) |
| Departure angle | 25-26 degrees (excluding Rugged X & cab-chassis) |
| Ramp breakover angle | TBC |
| Wading depth | TBC |
To see how the Toyota HiLux lines up against the competition, check out our comparison tool
What do you get?
Toyota has added a swag of new equipment as standard for the 2026 HiLux, including LED headlights, a 12.3-inch infotainment screen – with wireless Apple CarPlay and Android Auto, satellite navigation, and DAB+ digital radio – and digital instrument clusters.
The HiLux comes standard in Glacier White, with Stunning Silver, Eclipse Black, and (new) Ash Slate available for an additional $675, while the SR5 and above can be painted in Frosted White, Feverish Red, and (new) Sunglow.
Inside, black upholstery is standard, with ‘Mineral’ upholstery standard on Rogue and Rugged X – though a premium interior pack is available for SR5 grade and above, which includes black leather, a power-adjustable seat for the driver with lumbar support, and a nine-speaker JBL sound system, costing $2500.
For the full rundown, you can read our price and specs article by clicking here.
2026 Toyota HiLux WorkMate standard equipment highlights:
- 17-inch steel wheels
- LED headlights
- Electric mirrors
- Fabric upholstery
- Manual-adjust steering column
- Manual parking brake
- 12.3-inch centre touchscreen
- Wireless Apple CarPlay and Android Auto
- Satellite navigation
- DAB+ digital radio
- 7.0-inch digital instrument cluster
- 2 x USB-C ports
- 1 x 12V accessory port (single-cab)
- 2 x 12V accessory port (double-cab)
- Two-speaker sound system (single-cab)
- Four-speaker sound system (double-cab)
- Toyota Connected Services with 12-month subscription
The SR adds (or replaces):
- 17-inch alloy wheels
- Silver-painted front bumper
- LED front fog lights
- Locking rear tailgate
- Side steps
- Black door handles, side mirrors, bonnet inserts
- Keyless entry
- Push-button engine start
- ‘High grade’ fabric upholstery
- Leather-accented shift-knob
- Leather-wrapped steering wheel
- Rear air vents
- Wireless smartphone charging
- Eight-speaker sound system
- Locking rear differential (4×4 only)
- Multi-Terrain select (4×4 only)
The SR5 adds:
- High-grade LED headlights
- Comfort-oriented leaf-spring rear suspension tune
- 18-inch alloy wheels
- Larger front brake discs
- Power-folding, heated exterior mirrors
- Privacy glass
- Sports bar
- Integrated tow-bar
- LED tail-lights
- LED rear fog light
- Integrated tow bar
- Dual-zone automatic climate control
- Cooled glove box
- Electro-chromatic rear-vision mirror
- All-weather floor mats
- Electronic park brake
The Rogue adds:
- Matte black 18-inch alloy wheels
- Unique front bumper design
- Rogue tailgate badging
- Marine-grade carpet bedliner
- Electric tray roller cover
- Deck rail with two sliding points
- Unique sports bar
- 12V socket in-tray
- Central locking tailgate
- Mineral-coloured upholstery
- Towing package including tow-ball, tongue, trailer wiring harness and electronic brake controller
The Rugged X adds:
- 18-inch alloy wheels
- Hoopless bull bar
- Front and rear recovery points
- LED light bar
- Rugged decal package
- Sports bar
To see how the Toyota HiLux lines up against the competition, check out our comparison tool
Is the Toyota HiLux safe?
The Australasian New Car Assessment Program, better known as ANCAP, has announced a five-star safety rating for the 2026 Toyota HiLux, achieving consistently ‘good’ performance across the four major assessment areas.
| Category | Toyota HiLux |
|---|---|
| Adult occupant protection | 84 per cent |
| Child occupant protection | 89 per cent |
| Vulnerable road user protection | 82 per cent |
| Safety assist | 82 per cent |
The Toyota HiLux WorkMate comes standard with the following safety features:
- Blind-spot monitoring
- Reversing camera
- Rear cross-traffic alert
- Parking sensors
- Autonomous emergency braking
- Pre-collision safety system
- Adaptive cruise control
- Lane trace assist (lane centring)
- Lane departure alert
- Speed sign recognition
- Automatic collision notification (via connected services)
- SOS emergency call
The SR and above add:
- Surround-view camera
- Tyre pressure monitoring system
- Downhill assist control (4×4 models only)
To see how the Toyota HiLux lines up against the competition, check out our comparison tool
How much does the Toyota HiLux cost to run?
The HiLux is covered by Toyota’s factory five-year/unlimited-kilometre warranty, with roadside assistance for up to seven years and an engine and driveline warranty of up to seven years – provided the vehicle is serviced on time within Toyota’s dealership network.
While Toyota offers capped-price servicing through its dealers for the first three years, the HiLux requires servicing every six months or 10,000km, which is behind the industry standard of 12-month/15,000km intervals.
| Servicing and Warranty | Toyota HiLux |
|---|---|
| Warranty | 5 years, unlimited kilometres |
| Roadside assistance | 5 years (as standard) Up to 7 years (service activated) |
| Service intervals | 6 months or 10,000km |
| Capped-price servicing | 36 months or 60,000km |
| Average annual service cost | TBC |
| Total capped-price service cost | TBC |
To see how the Toyota HiLux lines up against the competition, check out our comparison tool
CarExpert’s Take on the Toyota HiLux
In isolation, the 2026 Toyota HiLux is very good.
After all, it’s an updated version of the previous HiLux, which – to be clear – was no bad thing. And this is a significant upgrade of that vehicle.
The new steering is great, handling is decent enough, and the 4×4 HiLux is clearly very capable off-road. As a workhorse, the HiLux is a worthy choice.
The updates to the steering, interior, and technology should all be celebrated – and HiLux devotees will no doubt welcome the changes with open arms and wallets.
But that’s only in the context of HiLux itself. Zoom out, and suddenly it looks vulnerable.
While the HiLux is a noticeable improvement over the outgoing model, it frankly doesn’t move the needle much at all, and doesn’t close the gap anywhere near enough to the best-selling Ranger, or even the likes of the Kia Tasman.
Beyond those two, there are a lot of other very capable, very cheap (and some not so cheap) utes on offer now, and many of them have the ability to embarrass the HiLux. Or more to the point, the HiLux is now in a position of embarrassing itself against traditionally lesser competition.
The ride is almost to the point of being unforgivable. Most of the time it’s not a problem – almost very good – but every once in a while I’d hit a rough patch being ignored by the council, and it felt like I was suddenly back in my 1994 solid-axle HiLux again.
It’s a disappointing black mark against what is, overall, a good and solid ute.
For some – or many, as will likely be the case – the smattering of improvements to the HiLux will be seen as a positive thing. They just want a ute that is reliable, predictable, capable, and won’t overload them with tech every time they hop behind the wheel. A known quantity.
That’s what Toyota says its customers are after, and that’s what it has responded to.
Those buyers may take it as a point of pride that they need fewer gizmos – just low-range, a locked diff, and a bit of skill behind the wheel.
Toyota says 51 per cent of HiLux buyers are stepping out of another HiLux. I suspect that figure is about to increase dramatically, because the majority of the people buying this model simply won’t know any better.
Those who make a point to not buy a competitor’s ute aren’t doing so because the HiLux is better, they will simply be choosing the Toyota because of what the badge represents: reliability and capability.
It truly feels like Toyota has taken the ethos of ‘Minimum Effective Dose’ and adopted it as the mantra for this HiLux – banking on a name that was built on decades of being the best there is.
And it’s a shame, because whatever Toyota’s reasons were for taking this approach, it feels like the HiLux badge deserves more – and its loyal fans deserve better.
In isolation, the ‘new’ Toyota HiLux is very good. But it doesn’t exist in isolation.
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