GWM Cannon vs Toyota HiLux

What's the difference?

It combines big payload and towing capabilities with a standard tray and luxury appointments not usually offered as standard equipment in a single cab-chassis 4x2. And all at a price that matches more basic alternatives from the major players. So, for tradies, farmers or fleets wanting more bang-for-buck style than the usual entry-level workhorse, this could be just what they're looking for.

Prior to sitting inside and driving the latest HiLux, expectations were low. The previous one had fallen far from grace and seemed to trade on its reputation and rorty performance more than anything else.

The 2026 updates go far deeper than the so-called 'Cyber-Sumo' nose and restyled interior suggest, with palpable dynamic, comfort and refinement improvements that largely address most of our issues.

Let’s not get carried away, though. The HiLux is still an ageing and slightly cramped package, with high prices, a poor warranty and annoying servicing schedules.

If none of the above matter, though, go for it – especially the quite charming Workmate and value-focused SR. There’s enough fight in HiLux to see it through to when the revolutionary Toyota utes (eventually) come.

Our test vehicle rides on a unique 3470mm wheelbase, which is 240mm longer than the 3230mm dimension shared by other Cannon utes.

This is designed to improve load distribution and therefore vehicle dynamics, given the 4x2’s sizeable payload is also unmatched by its siblings (see Practicality). The longer wheelbase results in a 13.9-metre turning circle, which is the largest of the Cannon fleet.

It features double-wishbone/coil-spring front suspension, a leaf-spring live rear axle, four-wheel disc brakes, electric power-assisted steering and under-carriage armour.

The cab’s exterior has an upmarket appearance that’s unusual in this space, matched by an interior which looks more like those found in SUVs and higher-grade dual cabs with faux-leather upholstery, soft-touch surfaces, exposed stitching, contrasting textures and satin chrome highlights throughout.

There’s even a neat line drawing on the passenger-side dash depicting the silhouette of a ute, which highlights its attention to detail.

Toyota Australia executed the design in Melbourne for the latest HiLux, and that's quite a coup.

It has a completely fresh look compared to the previous one, and that's most noticeable in the slimline LED headlights (that are said to work better), body-coloured honeycomb/mesh grille effect and the chunky bumper restyle. The Rugged X gets its own bullbar and bash plate.

There are some sheetmetal changes, with up-spec models scoring wheel arch flares, but the actual middle body structure remains the same, and that includes the old doors, glass, roof and pillars.

Along with the alloy wheel choices, the tail-lights have been restyled with a more-contemporary look, as has the tailgate sheetmetal. 

A side step is integrated into the bumper on pick-up models a la Ranger.

Thus, proportionally, the 2026 HiLux is a carryover. For the record, pick-up dimensions are 5320mm (length), 1855-1885mm (width, depending on grade), 1848-1865mm height and 3085mm (wheelbase). The cab-chassis is 50mm longer and stands slightly taller at 1880mm.

Toyota did not provide tub dimensions at the time of publishing.

This also means there are no increases in interior space or volume, despite Toyota’s best efforts in redesigning the dash, upgrading the multimedia tech and improving the seats. Even the tunnel has been widened to “provide a sense of strength”.

Our test vehicle’s relatively light 1900kg kerb weight includes the standard tray. So, its 3050kg GVM results in a substantial 1150kg payload rating that's in addition to the tray, rather than the tray's weight being part of the payload which is usually the case with cab-chassis models.

It’s also rated to tow up to 3200kg of braked trailer, which is 300kg less than the class-benchmark 3500kg its Ranger and D-Max 4x2 rivals can tow, but still ample for most trailering requirements in real-world use.

However, with its 5590kg GCM (or how much it can legally carry and tow at the same time), towing its maximum trailer weight would require a substantial 660kg reduction in payload (from 1150kg to 490kg) to avoid exceeding the GCM limit.

The tray appears to have sturdy construction, complete with a tube-frame front bulkhead that includes a full-width welded mesh insert to protect the rear window from load damage.

According to our tape measure, the tray is internally 1845mm wide and 2580mm long, with hinged and removable drop-sides that stand 260mm tall and feature neat flush-fitting lock mechanisms.

However, there are no internal anchorage points, so all loads must be secured externally using the rope-rails positioned along each side beneath the tray.

Cabin storage includes a large bottle-holder and bin in each door and the driver gets two small nooks on the right side of the dash. There’s also a long and narrow bin provided in the upper left side of the dash, above a usefully sized glovebox.

The centre console has a pad that’s ideal for storing a phone, plus two USB-A ports and a 12v socket. There’s also buttons for controlling other 12v accessories, along with two cupholders and a lidded box at the rear that's usefully deep with an internal vent to control temps for drinks and food. The box lid is also nicely padded to serve as a driver’s elbow rest.

Are we growing or is the Toyota shrinking?

In a year that has brought big, broad newcomers like the Foton Tunland, Kia Tasman and LDV Terron 9, the HiLux seems skinny and tight inside. Cosy, rather than cramped, sums it up nicely.

However, everything you see, feel, touch and sit on is said to be new.

The dashboard is a modern interpretation of what actually-contemporary Toyotas are.

But, while fitting a large, 12.3-inch central display and wider, higher centre console helps with the refresh, they also highlight the cabin’s compactness. The dash comes off as looking like it’s been Xeroxed-down to 80 per cent.

Still, kudos for some clever design and packaging work, with an attractive two-tiered fascia that is interesting to the eye and easy to use. Without the temptation of resorting to a software-based touchscreen, buttons and switchgear prevail, and they’re designed around a handsome row of piano-key toggles that are also nice to the touch.

And, being a Toyota, the functionality is first class, from the excellent ventilation and plentiful storage (with cupholders at the dash ends and a second glove box – that’s chilled in up-spec grades – to go with the newly-lidded centre console box), to the ample vision.

The HiLux’s front seats that go from fair in Workmate to fine in the others (due to better side bolstering), whilst finding the right driving position is a cinch.

It’s worth noting the dashboard’s pleasing attention to detail, with interesting patterns, textures and textiles, giving the Toyota a classy appearance. Even the monochromatic Workmate, with its woollen-cloth-like seat fabrics, has an air of quality about it.

However, things stumble somewhat when clambering into the tight-ish back seat. No vast, sprawling spaces like you’ll find in a Shark 6, Tasman, Tunland, Terron 9/MG U9 or GWM Cannon Alpha.

Unfortunately, the bench is still not quite as comfortable as it could be in the back, either. The lack of girth is obvious – especially if a trio of burly passengers are squeezed in – but the uprightness of the backrest and flatness of the cushion come as major disappointment. The accommodation back there is purely perfunctory.

On the other hand, the up-spec models from SR5 onwards to at least offer air vents, USB ports and map pockets. There are bottle holders and multiple handles to grab on to, and the whole thing seems well made.

Note that, in 48-volt mild-hybrid models, rear-cabin storage is even more limited, since the electrification gubbins live under the larger portion of the 70/30 split backrest. While the smaller cushion lifts, it only reveals a tiny area for small items to be hidden away in.

Moving to the pick-up’s tub area, the HiLux finally scores a side step like the Ranger, as well as a damped tailgate, which makes it easier to use on a day to day basis.

Dimensionally, it's exactly the same as before, so no real extra capacity or cargo space compared to the previous HiLux, and it's beaten by quite a few other utes on the market.

But the tub is functional, tough and sturdy. This Rogue's sports bar looks fetching, while the sliding cleats and hooks and lighting and power outlets do facilitate this version as both as both a workhorse and a leisure vehicle.

Just in case you missed November’s biggest automotive news, there are fewer HiLux grades in this ninth-gen version than its predecessor.

Down from to 23 to 17 variants, there are no more petrol or small diesel choices, leaving the larger of the previous diesel options as the sole engine offering from here-on in.

Thus, to get into the cheapest HiLux, the venerable Workmate from $33,990 (all prices are before on-road costs), you need to spend over $6000 more than before, while there are jumps of between over $1000 and $5000 depending on the corresponding grade.

Additionally, the wide-track GR Sport is no more (for now), leaving the Rogue and returning, beefier-looking Rugged X (both from $71,990) as the flagship luxury and off-road-biased models, respectively.

On the other hand, Toyota says the 2026 model is significantly better, as the safest, strongest, most civilised and technologically-advanced HiLux ever.

And you still get a choice of Single Cab (two-door/two-seater), Extra Cab (four-door/four-seater) and Double Cab (four-door/five-seater) body styles, in cab-chassis and/or pick-up, and 4x2 rear-wheel drive or 4x4 part-time four-wheel drive drivetrains – though no permanent all-wheel drive (AWD) for fast highway cruising is available as yet.

Maybe that’s where the dual-motor battery electric vehicle (BEV) version due out by mid-2026 will shine.

Here’s another big change. The five-tiered range can be divided into the fleet/business-leaning workhorse Workmate and SR with their (albeit modified) carryover heavy-duty suspension, and lifestyle-orientated 4x4-only SR5, Rogue and Rugged X with new-to-HiLux comfort suspension tune.

Equipment levels are now broadly competitive with most rivals.

All models include LED headlights, a 12.3-inch central touchscreen with reversing camera and wireless Apple CarPlay/Android Auto, digital radio and sat-nav, along with electronic instrumentation, USB-C ports, connected services for emergency callouts and a bunch of Advanced Driver Assist Systems (ADAS) technologies, like automatic braking, rear cross-traffic alert and blind-spot monitoring. More on safety later on.

For goodies like keyless entry/start, better bolstered front seats, a surround-view monitor, voice command, smartphone charger, extra USB-C ports, a 300-watt inverter, better audio, side steps, a locking tailgate, tyre-pressure monitor and alloy wheels, you’ll need the SR, while for four-wheel disc brakes, a series-first electric park brake, heated seats, dual-zone climate control, 18-inch alloys and standard towbar, it’s SR5 and up.

For powered seats, leather trim and premium audio, you’ll need the SR5 Premium Pack, while the latter are included in the Rugged X and Rogue that also boast a towing trailer wiring harness, bedliner and sports bar. Rogue also brings an electric roller cover, tub illumination, deck rails with sliding cleats and central-locking for the tailgate.

Braked towing capacity is 2900kg on 4x2s and 3500kg on 4x4s.

Over 25 accessories are available, along with best-in-Australia dealer-network access – though, conversely, warranty and service intervals are amongst the worst in the segment.

Premium pricing plus inferior aftersales coverage – that’s the Toyota tax talking, and nobody knows that better than HiLux buyers.

With the rest of the Cannon fleet recently upgrading to a larger 2.4-litre turbo-diesel, its 2.0-litre predecessor is now exclusive to the Premium model grade, producing 120kW of power at 3600rpm and 400Nm of torque between 1500-2500rpm.

It also retains the previous eight-speed torque converter automatic (2.4-litre has a nine-speed unit) offering the choice of sequential manual-shifting using the steering wheel-mounted paddles. And there are three selectable drive modes comprising ‘Normal’ (default), ‘Sport’ and ‘Eco’.

As with previous HiLuxes with this powertrain, the ninth-generation is one of the most powerful four-cylinder diesels out there.

The (1GD-FTV) 2.8-litre common-rail twin-cam unit pumps out 150kW of power, and either 420Nm of torque in the six-speed manual version or 500Nm in the six-speed auto. The SR5’s manual has rev-matching tech.

These outputs give the HiLux a commanding lead over the MY26.5 Ranger four-pot turbo-diesel equivalent’s 125kW and 405Nm, but remains shy of the big Ford 3.0-litre V6 diesel that’s now more-widely available down the range.

Most 4x4 auto grades from SR and above score Toyota’s 48-volt mild-hybrid assistance, courtesy of an 8.5kW/65Nm electric motor generator and small lithium-ion battery combo, for smoother and faster stop/start performance, while also helping to cut fuel consumption.

To that end, there’s also a switch to an electric power steering system with speed-variable assistance, that’s said to provide lighter and smoother manoeuvrability, while adopting broader ADAS capabilities, notably with lane-departure vibration to alert the driver.

Tuned in Australia, the HiLux’s two suspension set-ups differ in damper and spring applications, and work in conjunction with new engine and body mounts to cut noise and vibration pathways. The carryover body-on-frame chassis also gains extra spot welds to make the structure more rigid and additional sound-deadening.

As with most utes, a double wishbone suspension arrangement sits up front and the rear features leaf springs. The part-time on-demand 4x4 system with dual-range transfer case brings '2WD High', '4WD High' and '4WD Low' ranges, along with a locking differential and multi-terrain modes on all but Workmate 4x4.

GWM claims official combined average consumption of 7.6L/100km but the dash display was showing 9.5 when we stopped to refuel at the completion of our 290km test, which included the usual mix of suburban, city and highway driving of which about one third was hauling its maximum payload.

Our own figure, calculated from fuel bowser and tripmeter readings, was almost identical at 9.7L/100km. That was within the usual 2-3L/100km discrepancy between official claims and real-world consumption and thrifty sub-10L/100km economy for a light commercial in daily urban use.

So, based on our test figure, you could expect a realistic driving range of around 770km from its 78-litre tank.

Compared to the previous HiLux 2.8-litre turbo-diesel applications, fuel economy actually improves, dropping between 0.1 and 0.2L/100km, with most models averaging between 7.1 and 7.6L/100km, depending on grade.

This translates to between 187 grams per kilometre and 201g/km of carbon dioxide emissions.

Now, out in the real world, our trip meters showed 8.3 to 8.7L/100km in the dual cab pick-up 4x4 autos as sampled over a couple of days.

Fitted with an 80-litre tank, expect at least 1050km of range between refills.

The GWM Cannon has generous external dimensions which translate to a spacious and airy cabin. In this case, the usually restrictive single cab can easily accommodate taller drivers, given I’m 186cm and found a comfortable driving position.

The door mirrors provide good rearward vision along both sides, but there's no blind-spot monitoring or rear cross-traffic alert. Even so, when carrying a load that blocks the central mirror, the rear camera and parking sensors assist when reversing.

Given our test vehicle’s kerb weight is less than two tonnes, the 2.0-litre turbo-diesel is a better fit in terms of power-to-weight ratio, as it can feel underdone in heavier Cannon ute variants.

As a result, it has livelier response, particularly when operating in its peak torque band between 1500-2500rpm which it does most of the time. We trialled the different drive modes but found the ‘Normal’ default setting an ideal compromise between ‘Sport’ and ‘Eco’ modes.

It has very firm rear suspension, as you’d expect given its big payload rating. This results in a harsh ride over bumps when unladen, as the relatively light weight of the aluminium tray can’t match a heavier steel tray or custom work body in providing the sprung weight needed for a smoother ride. So, ideally it should be carrying a decent load most (if not all) of the time for optimum comfort.

On the highway it only requires about 1800rpm to maintain 110km/h, which is bang in the middle of its peak torque band. At those speeds there is noticeable rear tyre noise along with wind-buffeting from the tray’s bulkhead, but they’re not intrusive enough to require raised voices.

To test its payload rating we forklifted 975kg into the tray, which combined with the weight of the towbar and driver equalled a total payload within 50kg of its 1150kg limit.

The rear leaf-springs compressed 60mm under this weight, which still left about 40mm of static bump-stop clearance that ensured no bottoming-out on our test route.

As expected, the ride quality greatly improved with such a big increase in sprung weight, which is what it’s primarily designed for. And thanks to the extended wheelbase, most of the tray’s load was positioned ahead of the rear axle, which provided ideal weight distribution and good handling stability.

The 2.0-litre drivetrain also performed well on our 13 per cent gradient, 2.0km-long set climb at 60km/h, easily hauling this load to the summit without downshifting lower than fourth gear.

In a manually selected second gear, it also displayed strong retardation when testing engine-braking on the way down, easily staying beneath the posted 60km/h limit until the engine reached 4400rpm on overrun (no redline is displayed) and automatically shifted up a gear.

These engine-protecting calibrations are becoming common in utes and vans, so keeping the revs below that threshold with regular applications of the brake pedal is the best way to share engine and wheel-braking on steep descents with heavy loads.

Our only gripes are, firstly, the intrusive engine clatter between 1000-2000rpm which detracts from its otherwise good performance.

And secondly the emergency lane-keeping assist, with its weird fluctuations in steering weight and aggressive tugs at the wheel when making corrections which are often not justified. Fortunately, this annoying function can be switched off. Unfortunately, you must do it before every drive, which requires accessing the touchscreen each time.

Whatever you make of the styling changes inside and out, the biggest single advance in the HiLux is how it drives.

Toyota has achieved a minor miracle, given that it was working with the previous chassis.

The heavy-duty suspension in the workhorse models is now tolerably comfortable, with quite good bump absorption, and without the harsh jolting and endless pitching from before, even when unladen.

Meanwhile, the so-called comfort suspension from SR5 and up results in the most comfortable and dynamically sophisticated HiLux in living memory. It rides better, is more comfortable, calmer and quieter. Unwelcome noises, vibrations and harshness are no longer such a big issue, with the HiLux finally seeming better-suited to Australian roads if the NSW rural launch routes are anything to go by.

Speaking of progress, the Toyota has never been short on grunt in 2.8-litre turbo-diesel guise, and this is no exception. HiLux remains the powerful, zippy and agile machine it's always been, offering robust performance and sufficient muscle for effortless overtaking on the fly.

And a special shout out to the slick and sweet manual gearbox. Thank you, Toyota. The old six-speed auto’s fine, but this is where the fun lives in HiLux.

Another change for the better is the switch to an electric power steering set-up, which makes for light and easy manoeuvrability at slower speeds, coupled with uncharacteristically smooth handling at higher ones, aided by the chassis’ newfound comfort and control.

In fact, at one point, the HiLux’s smallness made it seem fast and agile compared to its larger competitive set.

Finally, Toyota has tuned the ADAS crash-avoidance tech not to behave in intrusive and/or annoying ways. No jarring unsolicited steering corrections, hysterical buzzes or infuriating chimes. Peace for your ears to match the pampering of your posterior.

What we’re saying is that this is finally a HiLux that can be recommended for people who demand comfort and enjoy driving. The previous one was drudgery, lacking refinement on anything but the smoothest of roads. This one’s not perfect, but it is now liveable.

Toyota has done just enough for this to now be in the upper-tier competitive set.

We cannot wait to drive it on familiar roads.

Toyota says it anticipates a maximum five-star ANCAP crash-test rating, though when that will be released is not known at the time of publishing.

Along with eight airbags including a front-centre item, the HiLux comes with a decent wedge of ADAS tech, including autonomous emergency braking (AEB) with pedestrian, motorcyclist, cyclist and oncoming vehicle detection, rear cross traffic alert, blind-spot monitor, lane-departure alert/keep with emergency steering assist, adaptive cruise control with full stop/go on autos, speed-sign recognition, auto high beams, and – on pick-ups only – rear parking support brake and front/rear parking sensors.

Additionally, there’s an emergency driving stop system that gently slows the ute to a full stop with hazards flashing if the driver becomes unresponsive. This is only available on SR5 auto and up.

No AEB performance parameter data has been released as yet.

Lastly, there are two outboard rear-seat ISOFIX child restraint points and two top tethers in the double-cab models.

It comes with a seven years/unlimited km warranty, plus five years of roadside assistance. Scheduled servicing starts at six months/5000km whichever occurs first, then every 12 months/10,000km. Capped pricing applies to the first five scheduled services up to 54 months/45,000km, which totals $2065 or an average of $413 per service.

GWM currently has a network of 121 dealerships throughout Australia, with expectations of 135 by 2026. They are located in metropolitan and regional areas in every state and territory. And every dealership provides accredited vehicle servicing.

Here’s where the HiLux stumbles somewhat.

Toyota still persists with a five-year, unlimited kilometre warranty, which is way behind the best in class – meaning Nissan and Mitsubishi's 10-year (conditional) unlimited km warranty.

Plus, service intervals are at every six months or 10,000km, against annual visits from most other brands. Which can be an annoyance for many owners – but at least there are more Toyota dealers in Australia than any other brand, with around 300 outlets nationwide.

Capped-price servicing at $395 per service is available.

Toyota reckons minor inconveniences like regular dealer visits ensures industry-leading reliability, durability and resale values – which has been the HiLux’s calling card for decades now.