The next-generation Toyota HiLux is almost here and, ahead of its official Australian launch in December, we had the chance to get behind the wheel of a pre-production version during a secret preview drive a proving ground Toyota occupies in regional Victoria.
While our first drive was fairly brief, it gave us a good idea of what Toyota has done with the new HiLux before we get our hands on final production vehicles next month.
After that, and before first customer customer deliveries in early 2026, we’ll be sure to put them through the rigorous testing process we use to evaluate every other dual-cab ute at our proving ground.
How much does the Toyota HiLux cost?
The range kicks off from $33,990 before on-road costs for the entry-level WorkMate 4×2 single-cab/chassis manual.
| 2026 Toyota HiLux 4×2 | Price (before on-road costs) |
|---|---|
| WorkMate 2.8 6MT single-cab/chassis | $33,990 (new) |
| WorkMate 2.8 6AT single-cab/chassis | $35,990 (new) |
| WorkMate 2.8 6AT double-cab pickup | $47,990 (new) |
| SR 2.8 6AT dual-cab pickup | $52,990 (+$4100) |
| 2026 Toyota HiLux 4×4 | Price (before on-road costs) |
|---|---|
| WorkMate 2.8 6AT single-cab/chassis | $45,990 (new) |
| WorkMate 2.8 6AT double-cab/chassis | $52,490 (new) |
| WorkMate 2.8 6AT double-cab pickup | $53,990 (new) |
| SR 2.8 6AT extra cab-chassis | $54,990 (+$4295) |
| SR 2.8 6MT double-cab/chassis | $54,990 (+$4035) |
| SR 2.8 48V 6AT double-cab/chassis | $57,990 (+$3860) |
| SR 2.8 48V 6AT double-cab pickup | $59,490 (+$4300) |
| SR5 2.8 MT double-cab pickup | $63,990 (+$3320) |
| SR5 2.8 48V 6AT double-cab/chassis | $64,490 (+$3910) |
| SR5 2.8 48V 6AT double-cab pickup | $65,990 (+$2730) |
| Rogue 2.8 48V 6AT double-cab pickup | $71,990 (+$460) |
| Rugged X 2.8 48V 6AT double-cab pickup | $71,990 (new) |
At the top end of the range, the lifestyle-focused Rogue and off-road-ready Rugged X are both priced identically at $71,990 before on-road costs, both incorporating 48V mild-hybrid engine technology as standard.
The battle to become Australia’s best-selling vehicle this year is reaching fever pitch. According to VFACTS data to the end of October 2025, the HiLux remains narrowly behind the Ford Ranger after holding the title for seven years running until 2022, when the Ford took over.
This new model is Toyota’s big push to reclaim the coveted crown, and it’s coming with a significantly updated range and new pricing. The entry-level 2.7-litre petrol and smaller 2.4-litre diesel engines are gone, with the 2.8-litre diesel now standard across the range, resulting in a higher entry price.
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?
The interior is arguably the single biggest upgrade for the new HiLux, finally ditching the old, dated dash for a completely redesigned and tech-focused cabin.
The headline feature is the new 12.3-inch landscape-oriented infotainment touchscreen, which is now standard across the entire range, from the base WorkMate up. This new system brings the HiLux into the modern era and includes wireless Apple CarPlay and Android Auto connectivity as standard.
The driver’s instrument cluster has also gone digital. WorkMate and SR variants get a 7.0-inch digital display, while the SR5, Rogue, and Rugged X get a premium 12.3-inch fully digital and customisable display.
Toyota says the new, flatter, three-tiered dashboard design improves forward visibility. Pleasingly, the climate controls continue to be large physical buttons and dials below the main screen for easy use.
Other ergonomic improvements include a redesigned steering wheel and a wider centre console with a taller, sliding armrest lid.
As you move up the range, the SR adds creature comforts like keyless entry with push-button start, a leather-wrapped steering wheel and gear knob, rear air vents for double-cab models, and a wireless phone charger.
The SR5 grade feels significantly more premium, adding dual-zone automatic climate control, an electronic parking brake, a cooled glovebox and, for the first time, a heated steering wheel and heated front seats as standard.
For an extra $2500, the SR5’s optional Premium Interior Pack adds black leather-accented upholstery, an eight-way power-adjustable driver’s seat, and a nine-speaker JBL premium audio system. The Rogue gets its own unique ‘Mineral-tone’ interior trim.
While all the upgrades are welcome, due to the lack of a wheelbase extension the second row still feels very cramped for adults – especially if they’re seated behind somebody with long legs. This is where competitors from China and the likes of the Kia Tasman, with its reclining second row, begin to really hurt the HiLux.
To see how the Toyota HiLux lines up against the competition, check out our comparison tool
What’s under the bonnet?
The entire HiLux range is now powered by the familiar 1GD-FTV 2.8-litre four-cylinder turbo-diesel engine.
| Specifications | 2026 Toyota HiLux 2.8TD |
|---|---|
| Engine | 2.8-litre 4cyl turbo-diesel 48V MHEV – auto only |
| Engine outputs | 150kW/420Nm – manual 150kW/500Nm – auto |
| Transmission | 6-speed manual or 6-speed automatic |
| Drive type | Rear- or four-wheel drive |
| Weight | TBC |
| Fuel economy (claimed) | TBC |
| Fuel tank capacity | TBC |
| Fuel requirement | Diesel |
| CO₂ emissions | TBC |
| Braked towing capacity | TBC |
Outputs remain unchanged at 150kW of power and 500Nm of torque when paired with the six-speed automatic transmission. Manual versions (WorkMate and SR) continue to be restricted to 420Nm of torque.
The big news is the expansion of Toyota’s 48V mild-hybrid system, branded ‘V-Active Technology’, which is now standard for all SR automatic variants and all grades above it (SR5, Rogue, Rugged X). Toyota claims this system improves fuel economy and refinement, but hasn’t quoted specific figures.
The core ladder-frame chassis remains, but Toyota says the new HiLux benefits from extensive Australian development. This includes a new “two-pronged suspension tune” – a heavy-duty setup for WorkMate and SR grades, and a more comfort-oriented tune for the SR5.
Engineers have also added electric power steering, upgraded the front brakes with larger discs (on SR5 and up), and tuned the Multi-Terrain Select 4×4 system on local Australian terrain.
Looking ahead, Toyota’s “multi-pathway” powertrain strategy is in full swing. The brand has confirmed the first-ever HiLux BEV (battery-electric vehicle) will be offered in 2026, aimed at fleet buyers. A hydrogen fuel-cell electric (FCEV) variant is also confirmed to join the lineup in 2028.
To see how the Toyota HiLux lines up against the competition, check out our comparison tool
How does the Toyota HiLux drive?
We only had the chance to drive HiLux at a closed proving ground ahead of its launch. This included a mixture of a highway circuit, a slower twisty road, and finally an off-road track.
While the drivetrain feels kind of identical to the current ute’s (if not slightly more sluggish in Rogue trim), it’s the ride that has received the biggest improvement. The new comfort suspension tune transforms the HiLux from quite a firm-riding dual-cab ute to one that feels far more refined and comfortable when driven without a load.
This results in less jarring across bumps and imperfections and more comfort on poorer quality roads, such as corrugated gravel. Disappointingly, you still don’t have the flexibility of running HiLux in 4A mode – engaging full-time four-wheel drive – for safer driving when towing or driving in wet conditions. That results in less available traction in icy conditions, which is likely to result in less confidence when towing.
It absolutely bucketed down for two days straight while we were testing the HiLux, making for conditions that you’d expect most stock vehicles to really struggle with. The particular off-road track we traversed is one I’ve previously driven in the dry and would advise against tackling in the wet in a vehicle without aggressive all-terrain tyres due to the clay-like material beneath the top surface, which normally fills tyre treads quickly in muddy conditions.
Toyota was pretty confident, though. So we lined up this very steep climb, locked the rear diff and engaged low-range, then tried to find as much traction as possible. Much to my surprise, it made it to the top, even over a couple of fairly dicey sections along the steep climb.
Unlike the last HiLux, which would throw you around forcefully with each bump on terrain like this, the revised tune allowed us to carry a little more speed to make it over sections that involved small climbs. So the suspension work has paid dividends off-road as well.
The steering has also moved from a hydraulic system to an electrically assisted system. Both on- and off-road, it presented as much lighter and more controllable than the previous setup, which was quite heavy and would fatigue its driver by requiring continuous steering inputs (such as those you’d expect off-road).
Now that the base WorkMate picks up the 2.8-litre turbo-diesel from the rest of the range (sans 48V mild-hybrid tech), it feels like a rocket ship in comparison to the outgoing petrol WorkMate.
This is mainly thanks to the stripped-back mass it works with – the single-cab WorkMate we tested (now also only available in Hi-Rider form) featured a durable Toyota-supplied tray, but even with that fitted it weighs significantly less than the rest of the HiLux range and, as a result, feels quick off the line.
Bizarrely, beneath the skin, Toyota has reverted to dampers fitted inboard of the chassis rails. This goes against what Ford has done with Ranger and what Toyota did with the outgoing HiLux Rogue and GR Sport. Moving these outboard of the chassis rails increases track width and improves handling. Why Toyota spent potentially millions in development of this new suspension architecture then to just go back to the old way is beyond me.
Stand by for a more in-depth assessment of the new HiLux lineup when we get our hands on production vehicles at the end of the year.
To see how the Toyota HiLux lines up against the competition, check out our comparison tool
What do you get?
Toyota has given the HiLux a major technology and equipment upgrade, especially at the lower end of the range. For now, the 2026 lineup consists of five grades: WorkMate, SR, SR5, Rogue, and Rugged X.
2026 Toyota HiLux WorkMate 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 (dimensions TBC)
- 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 new-generation HiLux has not yet been tested by ANCAP. The previous model wore a five-star rating, but it will need to be re-assessed against current, more stringent protocols.
However, there has been a significant uplift in standard safety equipment. All variants, including the base WorkMate, now get the new-generation Toyota Safety Sense suite.
Standard safety features across the range include:
- Autonomous Emergency Braking (AEB)
- Adaptive cruise control
- Lane trace assist (lane centring)
- Lane departure alert
- Blind-spot monitoring (new)
- Rear cross-traffic alert (new)
- Reversing camera (now standard on all models)
- Road sign assist
- Safe exit alert (new)
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?
Toyota Australia has confirmed the new HiLux will be covered by its standard five-year, unlimited-kilometre warranty.
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This extends to seven years for the engine and driveline (including the 48V system), provided you maintain your vehicle with scheduled logbook servicing at an authorised Toyota dealership.
For vehicles used for commercial purposes (taxis, ride-share, delivery), the warranty is capped at five years or 160,000km, whichever comes first.
Toyota has not yet confirmed service intervals or capped-price servicing costs for the new 2026 HiLux range.
For context, outgoing 2.8-litre diesel vehicles required servicing every six months or 10,000km, with the first three years of servicing capped at $260 per visit ($1560 total).
To see how the Toyota HiLux lines up against the competition, check out our comparison tool
CarExpert’s Take on the Toyota HiLux
So what do we think about the new HiLux? The best way to describe it is something I once heard in university – Ps get degrees (a P is a pass in university slang). The phrase suggests that you can still get a degree by putting in an average amount of effort.
It feels like Toyota has put in very little effort with this ‘next generation’ model. A carryover engine that now battles with more mass, an interior that is an improvement but far from class-leading, and reverting to old suspension architecture with dampers inbound of the chassis rails – which sees handling take a noticeable hit – are strange moves for what has been the company’s best-seller for some time.
That said, if you liked the old HiLux, you’ll probably like the new one. According to Toyota, around 50 per cent of current owners previously owned a HiLux. That suggests around half of all HiLux customers haven’t driven the plethora of new dual-cabs that have been released since the outgoing model arrived around 10 years ago. Or it could just mean that they have and they’re happy with what they’ve got.
It’s obvious from the way Toyota speaks about the dual-cab ute segment that it’s content with sales gradually declining, but whether that’s going to happen across the entire segment or just with HiLux is yet to be seen.
We’re keen to see what Toyota does with a potential new GR Sport flagship and whether the company plans on actually taking up the challenge in that sportier ute segment now dominated by Ford.
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