Toyota Hilux review

The Toyota Hilux used to be a rare sight anywhere except on a building site or farm – and for good reason. While it was very capable off-road, great for towing and had legendary reliability, they (and its rivals) were too slow, unrefined and uncomfortable on the road to be used everyday.

Even so, this latest version has vastly improved on interior comfort, refinement and tech to help broaden its appeal as a possible alternative to an SUV. This doesn’t mean the Hilux has lost its rugged edge, though, promising to retain its high payload (up to 1100kg) and towing capacity (up to 3500kg).

A few big changes over the years means the Hilux range has been trimmed down to just the full-size Double Cab version, but with four doors and usable rear seats, it’s no surprise that it’s the most popular option anyway. 

Over the next few sections of this review, we'll rate its performance and handling, interior quality, running costs and more against its equally rugged pick-up truck rivals, notably the Ford Ranger, the Isuzu D-Max, the KGM Musso, the VW Amarok.

There are two diesel engines available in the Toyota Hilux and we’d recommend going for the more powerful 201bhp 2.8-litre option. With a six-speed manual gearbox, it’s the quickest Hilux available, achieving a 0-62mph time of around 10 seconds.

However, many buyers tend to go for the six-speed automatic gearbox. While it’s only marginally slower on paper to cover the same sprint, its sluggish gearchanges and dampened accelerator pedal response makes it feel quite lethargic on the move against the equivalent Ford Ranger and VW Amarok. We’d save the money and stick with the manual.

Either engine will give you plenty of low-down shove to make towing pretty painless, but you’ll have to work the 148bhp 2.4-litre unit much harder to get up to speed. This entry-level engine is only available with an automatic gearbox.

Both engines are vocal and sound pretty agricultural when pushed and you’ll find the Ranger or KGM Musso a bit less grumbly. More positively, the engine noise fades into the background when you settle down to a cruise, to the extent that the wind whistling around the big mirrors will prove more of a distraction. 

Although the six-speed manual gearbox has quite a long throw, it’s surprisingly satisfying in a precise, mechanical kind of way, making it one of the most agreeable gearboxes in the class. 

The Hilux is designed to deal with huge weights in its load bed, so Toyota has fitted pretty stiff rear suspension. This causes the back of the truck to feel a little bouncy over speed bumps and rough roads, although that's a trait shared with all other pick-ups. It’s by no means the worst in that respect, with the Musso and Isuzu D-Max proving even more jittery, although the Ranger provides a smoother ride, especially if you opt for a Ranger Raptor. At high speed, the ride does settle down.

While stiff suspension usually improves handling, the Hilux quickly feels out of its depth if you pitch it into a corner hard. Its soft front suspension leads to lots of body lean and you don’t have to be going fast for the tyres to start squealing when they run out of grip. If good cornering is one of your priorities, you probably shouldn’t be looking at a pick-up at all, although the Musso, Amarok and especially the Ranger are more accomplished. 

Head off road, meanwhile, and the Hilux is virtually unstoppable. All models get selectable four-wheel drive with high and low range gearing for particularly demanding ascents, and a switchable rear diff-lock is standard to get you out of really sticky situations. There’s also hill descent control – an electronic system that helps maintain a constant speed down a steep hill – and plenty of other tech, so uneven muddy hills shouldn’t be too tricky.

With 60mm more ground clearance and a larger obstacle-approach angle than the Ranger, the Hilux can take on rocky surfaces with ease, although it can’t wade quite as deep as that rival (700mm against 800mm-850mm). The GR Sport version gets a 10mm raised ride height, while the distance between the left and right wheels has been widened to help further improve its off-road capability.

“I appreciate the appeal of having an automatic gearbox in stop-start traffic, but the slow response does make the Hilux feel old fashioned when you’re trying to get a move on” – Lawrence Cheung, New cars editor

As the name suggests, you do sit high up in the Hilux – it’s one of the few cars on which the side steps and interior grab handles are positively useful for clambering in. Despite the latter being integrated into the front windscreen pillars, they remain relatively slim and don’t hinder forward visibility. A commanding driving position means it’s easy to judge the end of the bonnet.

You get big side windows, although the view out of the back is trickier because of the small rear window and high load bed. Thankfully you get a rear-view camera and front and rear parking sensors as standard on Invincible trim and above. These trim levels also get LED headlights, although they could be brighter at night.

All Hilux trims include a height-adjustable driver’s seat, with full electric adjustment if you go for the Invincible X or GR Sport trims. You don’t get any lumbar adjustment, but the backrest is still supportive enough on a long journey.  The steering wheel on all models moves in and out as well as up and down. 

Most pick-ups are similarly workmanlike inside, although the Ford Ranger (especially in Wildtrack and Raptor trims), KGM Musso and VW Amarok use a few more soft touch materials to make it feel more inviting. 

The GR Sport II comes with red seatbelts and a couple of badges to make it feel a touch more special, but start to poke around and you’ll soon realise that the materials have been chosen for durability, being all hard and scratchy (save for some rather coarse leather on the wheel if you opt for Icon trim and above). Everything feels well screwed together though, and the switches and controls operate with precision.

Newer rivals also appear to have a more minimalist approach by cutting down on the number of physical buttons and integrating functions into a big touchscreen infotainment system. In reality, the upside of the Hilux’s slightly older design is that there’s still lots of physical controls, and while the layout is slightly cluttered, they’re easy enough to find and operate after a short space of time.

This means you don’t have to worry too much about the Hilux’s relatively small 8.0in touchscreen infotainment system, simply because you don’t have to rely on it as much. This comes as standard on all but Active trim and while it’s a bit slow to respond and could do with sharper graphics, it at least has Apple CarPlay and Android Auto. You’ll need Invincible X trim or above if you want built-in sat-nav.

Active trim gets a basic radio with CD player, USB connectivity and Bluetooth instead.

“The GR Sport II is a pricey option, but I do appreciate the grippier suede/leather seats that have good side bolstering to hold you in place when cornering” – Lawrence Cheung, New Cars Editor

There’s enough room in the front of the Toyota Hilux for six feet tall adults to sit comfortably, although if they’re much taller they will have less head room than in the equivalent Ford Ranger, KGM Musso or VW Amarok. Thanks to the Hilux’s width, even a pair of broad shouldered rugby players won’t be rubbing shoulders while sitting upfront. 

You’ll also find lots of storage spaces in the front and the door bins are a decent size. You get a big cubby under the centre armrest and not one, but two gloveboxes. On top of all that, Toyota gives you a handy tray for your mobile with a nearby USB port, a pair of sizeable cupholders and another pop-out cupholder at each far corner of the dashboard.

Move to the rear, though, and there isn’t a copious amount of leg room, especially as the high floor forces your knees up uncomfortably and limits the amount of foot space underneath the front seat. Head room is adequate for a six-footer, but again, both the Ranger and Musso offer significantly more.

As for cargo space, there’s lots of it but you’ll almost certainly need an optional load cover or hardtop to protect your belongings. There are, at least, eyelets to tie loads down and the rear seats can fold up to give some internal space, too.

Regardless of the cab style, all models can carry more than 1000kg in the bed and tow 3500kg, although not at the same time (you’ll need a Musso for that). In all cases, the Hilux has the shallowest load bed out of the Musso, Ranger and Isuzu D-Max.

“It’s not as spacious in the Hilux as it is in the Ford Ranger, but I’d be fine for a short journey. It’s a shame the upright backrest limits comfort, though.” – Lawrence Cheung, New Cars Editor

While the Toyota Hilux isn’t the cheapest of pick-ups to buy outright, similar resale values to the Ford Ranger and slower predicted depreciation than the KGM Musso mean it should be competitive to buy on finance. 

Since April 2025, double cab pick-ups no longer qualify as a commercial vehicle under company car rules, so the Hilux’s high CO2 output means it attracts the highest rate of company car tax. A mild hybrid version is imminently due to arrive and is expected to lower these costs. With official fuel economy figures of around 28mpg, the Hilux is on a par with rivals. Better news is that the 2.8-litre Invincible X averaged 35.0mpg in our scientific True MPG test. 

Entry-level Active trim is pretty rough and ready, with 17in steel wheels and fewer painted external areas, but still gets some luxuries, including automatic headlights, adaptive cruise control, heated electric mirrors, air con and even a front cool box in the glove compartment. 

The next step up is Invincible, which gets bigger 18in wheels, keyless entry, heated front seats, front fog lights, a leather steering wheel and dual-zone climate control. Importantly, there’s also the option of the gutsier 2.8-litre engine, making it our pick. Upgrading to Invincible X, meanwhile, brings blue ambient lighting, heated rear seats and leather upholstery.

As with most of Toyota’s models, the fanciest trim level is GR Sport II. It has smaller wheels than the Invincible trim levels – which isn’t a bad thing – and gets unique exterior styling, including red brake calipers and a rear spoiler. Equipment wise, the top-tier trim adds an upgraded JBL stereo system, and paddle shifters behind the wheel for changing gear.

Toyota’s Safety Sense package, featuring automatic emergency braking (AEB) and lane-departure warning, comes as standard, giving the Hilux a maximum five-star Euro NCAP safety rating. However, the rating was awarded back in 2016 and, since the testing has become far more stringent in the years since, it has now expired.

Both the Ranger and Isuzu D-Max have been given the full five-star rating under the latest and more rigorous routine, so, while it’s very difficult to compare the results directly, they’d potentially keep you safer in an accident. The D-Max also has more advanced safety tech, including blind-spot monitoring and rear cross-traffic alert as standard on double-cab models, both of which the Hilux does without.

Toyota has a fantastic reputation for dependability, with the brand claiming fourth place out of the 30 manufacturers in our 2025 What Car? Reliability Survey. For comparison, Ford sat way down in 24th place, alongside VW . For even more peace of mind, Toyota’s warranty of up to 10 years or 100,000 miles (provided you regularly service it at a Toyota franchised dealer) is far better than the Ranger’s three-year/60,000 mile offering and also beats the Musso’s five-year or 100,000 mile warranty.

 ‘There is a mild hybrid version of the 2.8-litre engine due to arrive, but I don’t expect it to make enough of a big difference in efficiency or CO2 output to drastically reduce running costs’  Lawrence Cheung, New Cars Editor

Buy it if...

-You want a pick-up truck with a bit more off-road capability

-The long warranty brings added peace of mind if you plan to keep it 

Don’t buy it if…

-You want a modern feeling interior

-You want a more eager engine

-You frequently carry tall rear passengers

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