Toyota Hilux review

The Toyota Hilux might not be the best-selling pickup in the UK — that honour goes to the Ford Ranger, by some margin — but the Hilux has been around the longest. Globally, Toyota has shifted 27 million of them since 1968, so it’s doing something right.

Long past the difficult second album stage, this is the ninth generation of the world’s favourite pickup, bringing a whole new sense of style, a modern interior, some technical upgrades, and, if you’re brave, a battery-powered electric version.

The BEV will be a niche model, with Toyota banking on the traditional diesel version to appeal to farmers, builders, tree surgeons, and utility crews. There’ll be fewer company car drivers looking to minimise tax, thanks to last year’s Benefit-in-Kind (BiK) update that hugely increased tax bills and decimated the market, but there are still enough buyers to see new models launching.

So not only does the new Hilux have to see off the likes of the Ford Ranger, Isuzu D-Max, KGM Musso, and Volkswagen Amarok, but it’s also being challenged by the GWM Poer300 newcomer, the return to the UK of the Mitsubishi L200, and the forthcoming BYD Shark. It’s going to have to rely on more than just its reputation.

The blunt front end of the Hilux houses the same 2.8-litre diesel engine as the outgoing model, which means there’s 201bhp and 369lb-ft of torque. It’s aided by a 48-volt hybrid system, but don’t expect to see much benefit at the pumps — it boosts responses at very low revs and helps reduce emissions slightly, but it’s an incremental gain rather than a game-changer like the Ford Ranger PHEV.

Few pickups are refined, but the Hilux is up there with the best. The engine rattles and gets noisy when pushed, but there’s a somewhat pleasing whoooooosh as it sucks in air, making it sound more like a 40-tonne truck than an agricultural tractor.

All that torque doesn’t translate into spectacular performance on the road. It’s fine, by pickup standards, with the 0–62mph dash taking around 10 seconds, but it never feels particularly rapid. 

The same holds true for its handling, which is fine, if not exemplary. There’s only so much you can do to make 2.2 tonnes of metal on top of fat tyres feel sharp, but the body is kept well controlled and the vehicle nicely balanced. There’s no huge understeer or oversteer moments, unless you’re being aggressively irresponsible.

New electric power steering makes it light and easy to manoeuvre.

Ride quality is, frustratingly, difficult to quantify, as our Hilux had 150kg of cargo strapped into the load bed. However, while the chassis has been improved and the suspension updated from the old model, they’re very closely related, so don’t expect limousine comfort.

So far, so similar to most of the pickup market. The Hilux comes into its own when the terrain gets tricky, though.

Toyota’s Multi-Terrain Select system allows you to pick from various programmes to get the best out of the pickup, unless you pick the entry-level Active trim, which misses out on the electronic goodies. There are Dirt, Sand, Mud, Deep Snow, and Rock modes, all of which work by letting the computers shuffle power around to maximise traction.

You’ll also find traditional 2H, 4H and 4L gearbox modes, which were handy when tackling some surprisingly demanding terrain. Alternating torrential storms and blazing sunshine made the ground unpredictable, but at no point was the Hilux fazed. Rocky climbs, deep mud ruts, river crossings (up to 700mm deep) and steep wet grass couldn’t stop the car.

It did raise the question of why you’d use the terrain modes, though, when the Auto option seemed to cope admirably.

“The Hilux still does what a Hilux should: it shrugs off horrible terrain and makes you wonder why you bothered worrying in the first place.” – Phil Huff, Van reviewer

If you’re unsure of the exterior styling, which is quite a break from the Hilux’s historic trend, you’ll be more than happy with what’s gone on inside. The outgoing model was feeling tired many years ago, so Toyota has given it more than a mild overhaul.

It looks like Toyota’s lifted the cab from the Land Cruiser and transplanted it wholesale into the Hilux, and that’s no bad thing.

The centre stack is split into clear zones, with the 12.3in infotainment screen standing proud at the top. This uses Toyota’s software, which is some way behind the best, with an often impenetrable menu structure and basic graphics. At least there’s Android Auto and Apple CarPlay, so you’ll be able to avoid using it.

Below that, very pleasingly, are physical heating and cooling controls. They’re actual buttons that can be used by fumbling around by touch, even when wearing gloves. Take note… well, almost everybody else.

There are chunky buttons on the steering wheel that cover audio and cruise control, and then, down by the gear selector, there are the buttons and dials to control the 4x4 system, Multi-Terrain Select system, and drive modes.

It’s all very logical, at least until you get to fiddling with the safety tech. Turning systems on or off requires mastering a plethora of menus on the driver’s display, using acronyms that don’t match those you’ll find on any other car. It’s unnecessarily complicated and difficult, which perhaps makes sense on the road but is infuriating when you’re navigating a tight, muddy three-way junction with a steep drop on one side, and all you want to do is turn the incessant beeps off and stop the screen switching repeatedly between the exterior cameras and your nav package.

At least you’ll be comfortable during your frustration, as there’s loads of room up front with supportive seats. The steering wheel adjusts for rake and reach, though not by very much, so those of extreme proportions might still struggle to find a suitable seating position.

Three can squeeze in the back — just — but it’s better suited for two. Full-size adults are fine, although headroom gets a bit tight. There are USB sockets and ventilation in the back, so everybody should be comfortable and entertained, which is handy if you’re using the Hilux for family transport.

The Ford Ranger and VW Amarok are a little more plush, certainly, and have a more car-like cab, but the Hilux feels a generation ahead of the likes of the Isuzu D-Max. Toyota has struck a fine balance treading the line between working truck and lifestyle vehicle.

“The cabin still feels ready for muddy boots and hard use, but it no longer feels like a punishment for anyone spending all day in it.” – Phil Huff, Van reviewer

The important bit of the Hilux is at the back, and it’s fine. At 1555mm long, the load bed is a little longer than that of a Isuzu D-Max, but a little shorter than a Ford Ranger’s. It’s narrower than its rivals, at 1438mm against the Ranger’s 1560mm and D-Max’s 1530mm. Ultimately, there isn’t a significant difference among them, but if you’re pushing the limits, you’ll want to get the tape measure out.

All versions of the Hilux Diesel can carry a tonne or more of cargo in the back — it ranges from 1025 to 1065kg depending on spec — which is exactly what every other pickup in the UK can do.

It’ll tow 3.5 tonnes, which is what you’ll be able to tow with the D-Max and Ranger, as well as that KGM Musso and VW Amarok, so that doesn’t differentiate it much either.

Toyota has taken the decision to drop the single-cab and extended-cab models for this ninth-generation model. That means it’s sacrificing a longer load tray on the single-cab model, as demand was too low to justify bringing it here.

The manufacturer is expecting that demand to switch to the forthcoming Commercial model, which removes the rear seats from the double-cab and creates a secure cargo area within the body of the pickup. It’s been done by Ford and Isuzu so far, and Mitsubishi will be following suit.

Which all comes together to say that the Toyota Hilux is exactly what you expect. In terms of cargo, payloads, and capacities, nothing is breaking new ground, but it doesn’t fall behind the pack in any area. That doesn’t make for an exciting review, but competence and capability are far more important than clever headlines.

“There’s nothing clever about the Hilux’s load-carrying ability, but that’s not the point. It carries a tonne, tows 3.5 tonnes and feels built to take abuse, which is exactly what most pickup buyers actually need.” – Phil Huff, Van reviewer

Toyota is bringing four trim levels to the UK, starting with the entry-level but far from bare-bones Active. This gets 17in steel wheels, a rear camera and parking sensors, all the safety tech, and a basic audio system. What it misses out on is the large infotainment screen (it makes do with a 9in unit rather than 12.3in) and some of the 4x4 kit. There’s a rear diff lock, but no Multi-Terrain Select or downhill assist.

All other grades — Icon, Invincible and Invincible X — get the full gamut of off-road toys, wheelarch mouldings, side steps, climate control, a bigger stereo, a bigger infotainment screen, and a wireless phone charger.

Most buyers are expected to opt for the range-topping Invincible X, which adds a sports bar, 18in alloy wheels, a load bed liner, a JBL audio system, and a clever camera system that displays a see-through view of the Hilux over the terrain ahead so you can see exactly where your wheels are.

Prices start at around £35,000 plus fees and VAT, rising to about £45,000, undercutting the Ford Ranger marginally, but pricing itself higher than an Isuzu D-Max — again, marginally.

Company car drivers might want to check their potential tax bill carefully. With double-cab pickups now treated as cars, and the Hilux having a CO2 output of 254–258g/km, it’ll attract the top rate of 37%. For a 40% taxpayer, that means a bill of around £8,000 a year. Businesses will be able to reclaim the VAT element, but that might not placate your drivers.

The Hilux Commercial will qualify as a fully-fledged commercial vehicle, reducing that BIK tax bill to £1,668, at the expense of the rear seats. None of that will affect private buyers, though, who will just pay the £360 VED tax each year — with no expensive car supplement.

Don’t expect to make savings on fuel, even with the 48-volt hybrid power. Official WLTP figures say up to 29.1mpg, which previous experience suggests should be fairly achievable, until you start carrying cargo or heading off-road. We did both and averaged just 17.9mpg.

The upside is that Toyota’s reputation for bulletproof reliability is backed by a warranty that can be extended for up to 10 years. There’s a regular three-year or 100,000-mile warranty initially, but that extends by another year every time you get it serviced at a Toyota dealer, right up until its 10th birthday. The 100,000-mile limit remains, however.

Ford’s three-year or 100,000-mile cover looks limited in comparison, while Isuzu, KGM and Volkswagen all extend coverage for up to five years.

“The Hilux isn’t cheap, and the new tax rules make the double-cab harder to justify as a company vehicle, but Toyota’s long warranty and tough reputation still count for a lot if you’re buying one to keep.” – Phil Huff, Van reviewer

For all the latest reviews, advice and new car deals, sign up to the What Car? newsletter here