Hyundai Staria vs Toyota HiLux

What's the difference?

The Staria Load has good build quality, refinement, performance and pricing. In Premium specification, it also offers numerous desirable goodies that make it one of the best-equipped and sharpest-looking one-tonne vans on the market. For some buyers, depending on their requirements, it offers a compelling alternative to the ubiquitous HiAce. 

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.

The Premium shares the same 3273mm wheelbase, MacPherson strut front suspension and leaf-spring beam axle rear suspension as all Staria Loads, along with power-assisted rack and pinion steering and four-wheel disc brakes. The Premium is available only with a swing-up tailgate.

Its 5253mm length and 1997mm width allows a turning circle of 11.94 metres (HiAce LWB is 11 metres) and its 2000mm height ensures access to height-restricted multi-storey carparks and underground loading docks.

The two-seat interior design, with its absence of physical dials and scarcity of buttons on the dash, provides a spacious and uncluttered workspace. However, adjustments like cabin temperature, fan speed, audio volume control etc using touch-sensitive prompts can be distracting while driving.

Even so, the brightly illuminated instrument display with its ‘virtual’ analogue speedo/tacho is mounted a long way ahead of the driver and quite high, so it almost works like a head-up display given its optimal positioning in the driver’s eyeline.

The height of the cabin doors is also conspicuously low, which has practical benefits given they are not far above knee height (like a LandCruiser 70 Series) which provides excellent side and forward-angle vision.

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”.

With its relatively light 1938kg kerb weight and 3020kg GVM, our test vehicle has a genuine one-tonne-plus payload rating of 1082kg (HiAce LWB is 1060kg) of which up to 100kg can be carried on roof racks.

It’s also rated to tow up to 2500kg of braked trailer (HiAce LWB is 1500kg) and with its 5520kg GCM (or how much it can legally carry and tow at the same time) that means it can legally tow its maximum trailer weight while hauling its maximum payload.

On face value, that’s a handy set of numbers. However, with a tow-ball download (TBD) limit of only 100kg it would be a challenge not to exceed that with 2500kg of trailer, given TBD is usually around 10 per cent of trailer weight.

The Premium’s solid-walled cargo bay, with 4.94 cubic metres of load volume (HiAce LWB has 6.2), is accessed through sliding doors on each side and a swing-up tailgate (no rear barn-door option is available for the Premium).

The doors and walls are lined to mid-height and although there’s internal lighting it could be brighter (preferably LED), particularly given the dark colour of our test vehicle.

The cargo bay is 2607mm long and 1640mm wide with 1250mm between the rear-wheel housings, which means it can (theoretically at least) carry up to two standard 1165mm-square Aussie pallets or up to three 1200 x 800mm Euro pallets, secured by a choice of eight load-anchorage points.

We say ‘theoretically’ because the raised tailgate effectively blocks rear access for forklifts not equipped with extendable tynes and the side-door openings are too narrow for an Aussie pallet to pass through.

So, if pallet-loading is important, a base model Staria Load with rear barn-doors would be a better choice than the Premium. However, for many other working roles a swing-up tailgate can be beneficial, particularly when serving as a large ‘umbrella’ during wet weather.

The cabin offers three tiers of storage in each door, with the lowest level providing a large-bottle holder and generously-sized bin.

There’s also a small-bottle/cupholder in the dash-pad to the driver’s right plus a handy compartment with clamshell lid in the centre, single glove box, full-width overhead shelf and pop-out cupholder.

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.

The Euro 5-compliant 2.2-litre four-cylinder turbo-diesel produces 130kW of power at 3800rpm and 430Nm served across a 1000rpm-wide torque band between 1500-2500rpm.

This is paired with an eight-speed torque converter automatic, which offers the choice of more direct engine control using sequential manual-shifting. It also has overdrive on its seventh and eighth gears to optimise fuel economy at highway speeds.

Plus, there are four selectable drive modes comprising Normal, Eco, Sport and Smart, with the latter automatically switching between the other three to optimise performance and economy depending on variables like driving styles, road conditions, payloads etc.

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.

Hyundai claims official combined consumption of only 7.0L/100km. The dash display was showing 8.3 when we stopped to refuel at the end of our 270km test, which comprised a mix of city, suburban and highway driving, with about one third of that distance hauling a heavy payload. We also regularly switched between drive modes.

Our own consumption figure, calculated from fuel bowser and tripmeter readings, came in at 10.9, which was considerably higher than the dash was claiming. So, based on our ‘real world’ numbers, you could expect a driving range of around 680km from its 75-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 driving position feels spacious and comfortable for someone my height (186cm). However, given its Premium status, the driver's seat should have adjustable lumbar support for longer hauls. A fold-down inboard armrest would also be welcome.

The large doors mirrors, combined with blind-spot monitoring and different camera views (including the excellent blind-spot views that appear on the instrument panel) ensure good all-round vision.

This is one of the Staria Load’s strengths, given the huge blind-spot over the driver’s left shoulder created by all solid-walled commercial vans.

The steering is nicely weighted with a mild self-centre effect that ensures it tracks nice and straight over road surface irregularities.

Its unladen handling is stable and sure-footed, with a disciplined ride quality that’s supple enough to soak up the bumps without the lightly-loaded rear suspension bouncing around as you might expect in an empty one-tonner.

Engine response is energetic, as the eight-speed auto does a good job of keeping the turbo-diesel operating within its 1500-2500rpm maximum torque band most of the time. And it requires less than 2000rpm to maintain highway speeds.

Of the four drive modes available, we found ‘Sport’ the most engaging and enjoyable to use, with the instrument panel changing to a red colour and revised shift calibrations providing sharper engine response. This sporty effect is enhanced when using the sequential manual-shift function.

To test its payload rating, we used a forklift to load 650kg into the cargo bay through the side doors, which were just wide enough to allow this.

Combined with our crew of two, this was a total payload of 850kg (about 200kg under its limit). The rear suspension only compressed about 10mm, so there was no chance of its bottoming-out on our test route.

It felt even more planted on the road hauling this payload and coped well with our 13 per cent gradient, 2.0km-long set climb at 60-km/h in ‘Normal’ drive mode, self-shifting down to fourth gear to easily haul this load to the summit.

However, when testing engine-braking on the way down, in a manually-selected second gear, road speed was approaching the 60km/h limit when the transmission overrode our manual selection and shifted up to third gear when the engine reached 3750rpm.

These engine-protecting shift calibrations are common in light commercial vans, which is great for mechanical longevity but not much use when you’re leaning on the engine to assist with braking on steep descents. Fortunately, the four-wheel disc brakes easily coped with the increased workload.

We should also mention the internal noise levels when travelling at highway speeds, given the lack of a solid bulkhead between cabin and cargo bay. Tyre roar emanating from the rear-wheel housings, not helped by the unlined upper walls and roof, can become intolerable over long distances. Fortunately, Hyundai offers a solution with a solid bulkhead ($1825.63) in its genuine accessory range.

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.

Hyundai covers the Staria with a five-year/unlimited km warranty.

Scheduled servicing is every 12 months/15,000km whichever occurs first. Capped-price servicing for the first five scheduled services up to five years/75,000km totals $2375 or an average of $475 per year.

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.