2026 Toyota HiLux: Our first drive impressions

The ninth-generation HiLux was officially revealed earlier this week, available in single-, extra-, and double-cab bodies in WorkMate, SR, SR5, Rogue, and Rugged X grades.

The 4×4 line-up starts with the WorkMate single cab at $45,990 plus ORC, and all 4x4s are automatic only. The 2.8‑litre 1GD‑FTV diesel is now the sole engine across the range, replacing the 2.4‑litre 2GD diesel and 2.7‑litre petrol. All HiLuxes use the same wheelbase and track as previous generations.

Earlier this year, Toyota invited us to sample the new HiLux at the Australian Automotive Research Centre (AARC) in Victoria – and we can finally tell you about it. Our test drive involved a sealed road course (in both a low-spec single-cab and a double-cab SR5), and a challenging off-road track (in an SR5).

Lapping in the unladen tray-back single-cab was a familiar experience. The new dash layout with a 12.3-inch screen is a welcome addition, especially in this low-spec model, and we’re confident users of these low grades will appreciate the added performance of the 2.8‑litre engine. The ride was firm and bouncy with the stiffer suspension tune, and the vehicle didn’t throw up any surprises.

SR5 tested

Stepping into the double-cab SR5 was a big step above the lower-tier spec, with its dual 12.3-inch screens and higher levels of equipment.

On the sealed road, the SR5 felt smoother than the single-cab, and the lighter feel of the electric power steering was evident when compared to the outgoing HiLux’s steering. Switching to the Sport driving mode instantly added more feel and weight to the steering, which I found to be more to my preference.

Being a higher-grade model, the SR5 gets the ‘comfort’ spec suspension calibration, and its compliance and feel were much appreciated over the harsh single-cab. This became more evident when venturing on the unsealed ‘second grade’ road, which was corrugated in places, and the HiLux soaked them up without too much fuss. A stiffer suspension calibration more suited to load bearing would have resulted in the vehicle stepping out on corrugated corners.

Again, I preferred the feel of the EPS in the Sport setting, where it provided better feedback compared to the lighter Normal setting.

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Off-road course

Like most of these curated test tracks, the off-road element was relatively tame except for one steep, rutted climb that challenged the HiLux, especially as it became wet due to rain later in the day.

The new HiLux retains relatively long rear axle travel and sharp electronic traction control (ETC) features that have always made it good off-road. The rear differential lock is now standard on all 4×4 models in SR grade and above.

I’ve always found Toyota’s ETC and axle travel have made the HiLux one of the best off-road utes, and the inclusion of the Multi Terrain System (MTS) now gives drivers the option of selecting an off-road mode to best suit the prevailing conditions. I think it will just confuse inexperienced off-road drivers – the old set-up was sufficient for most situations, with the RDL there as backup in trickier terrain.

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Heading up the climb the first time on a reasonably dry track, the ETC and wheel travel were all that was needed to make the ascent. Dropping a back wheel into the rut picked up the opposing front, and the HiLux struggled for traction, requiring the rear diff lock to get through.

By the third attempt it was very wet, and if I was alone, I wouldn’t have tried it. This time it slid into the rut early, and the highway tyres were scrabbling for grip straight away, but with the RDL engaged and the ETC operating on the front axle, it eventually scrabbled and slid its way up. An impressive performance for a stock ute on road tyres.

The brief taste behind the wheel showed that the HiLux hasn’t lost any of its capability but has added comfort, softer suspension, and safety with the EPS and new ADAS features.

The 2026 Toyota HiLux will be available at dealerships from December this year.

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