LDV Terron 9 vs Toyota HiLux

What's the difference?

There’s no doubt that the current crop of Chinese utes are better than previous versions. Similarly, there’s little doubt that private buyers are having a big say in which way the market is headed, particularly when it comes to alternatives to the Thai-built legacy players. And that’s precisely where the Terron 9 plays its best game. The value for money is hard to argue with, and the sheer size of the thing gives it an extra dimension if that’s what you think you need in a dual-cab. While we have no quarrel with the driveline of the Terron 9, it will be nice when somebody finally adds an on-bitumen four-wheel-drive mode to one of these in this price range. Until then, the Terron 9 can’t be criticised for this omission. In the meantime, the Terron 9 exhibits quite a bit of refinement in the way both the engine and transmission work together. Our biggest complaint is the way the driver-assistance systems have been calibrated. The driver-distraction warning is almost comical (for the first five minutes, anyway) in its zeal, and the lane-keeping assistance program is bordering on scary in the wrong circumstances. Again, LDV is not alone in this regard, but as a clean-sheet design, sketched up in a driver-assisted world, perhaps we were expecting a little more from this ute.

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.

While the Terron 9 remains a ladder-chassis design with the body plonked on top (just like traditional four-wheel drives and most other dual-cabs) there is one important departure in design terms. And it’s one that rules out a whole sub-class of this type of vehicle.

Because the body sides are one piece in the Terron, with no gap between the rear bulkhead and the tray, there’s no way to turn the thing into a cab-chassis with a drop-side tray or service body. Yes, you can add a canopy to the existing design (LDV is working on its accessory line-up for the Terron right now) but there’s no cab-chassis variant now or in the works.

That might seem a bit odd, but when you consider the vast majority of dual-cabs are, in fact, styleside utes, maybe the sales hit won’t be a huge one. That’s especially so when you consider many of the Chinese utes rely on private buyers, not fleet customers, for their sales volumes. And in any case, says LDV, the way the body is constructed allows for a little more rear seat legroom and a touch more cargo space length for the same overall length. Which the company believes is a trade-off worth sticking with.

There’s also been a clear brief for the Terron 9 to make a visual statement. While it’s dimensions put it somewhere between the mainstream dual-cabs and the full-sized American pick-ups we see, the styling definitely leans towards the latter. The grille is huge, the vertical tail-lights very Stateside and the whole thing looks imposing. I’ll personally draw the line at attractive, but it’s definitely imposing.

The most adventurous piece of interior design must be the electronic door handles which need just a simple press to open the doors. There’s a manual, cable-operated door opener hidden in each door pocket if things go wrong electrically at some stage.

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”.

A longer, wider cargo bed is probably one of the Terron 9’s best party tricks. Compared with the T60, the Terron is larger in every direction and extends that lead into the tub’s dimensions where it emerges with 1230mm between the wheel arches and a cargo bed length of 1600mm (90mm more than the T60 Pro).

That’s partly all possible by the extra wheelbase which, at 3300mm, is about as big as it gets in this class of ute, although the turning circle has grown to 13.1m compared with the T60’s tighter 12.7m.

A spray-in tub liner is standard as is the spring-assisted tailgate. Pony up for the ritzier, Evolve version, and you add cargo rails atop the tub sides and cargo-bed lighting.

Inside the tray, there are four decent tie-down hooks nice and low in the tub and plastic side toppers to prevent damage to the tub’s top rail. The tailgate is a clever design that is supported by springs and struts so that it drops in a controlled way and is very light to lift back up. The latch on the top corner of the tray is odd, but the tailgate can be opened via the key fob, too.

The biggest omission in the tray is the lack of any power socket.

Inside, the cabin is wide and features a pair of cup-holders down low in the centre console, as well as a USB-A, USB-C and a 12-volt socket placed somewhat awkwardly in the centre bin. The front arm-rest looks like it should incorporate a wireless phone charger, which it doesn’t. Yet. Watch this space, is the whisper. A reach and height adjustable steering column is also a nice addition at this price-point. And, thankfully, LDV has worked out that most people don’t want to go fishing through a menu to adjust the climate control. So the Terron 9 has actual buttons on the dashboard. Hallelujah.

Side steps are standard and help you in and out of the cabin, and there are grab-handles in the right places, too. Rear seat space is generous and even the cloth trim of the entry-level version is not the cheap-and-nasty sort, even if it’s far from sporty looking.

The indicator wand is on the `wrong’ side for Australia, partly because the gear selector is a wand on the other side of the steering column. Some users will spend the first few days hitting the gear selector in error. The starter is a push button, but placed in the conventional position of a standard ignition key. Nice touch.

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.

While peak outputs of both the Terron 9 and its smaller stablemate T60 seem similar on paper, in actual mechanical terms, there are a few important differences.

While the T60 uses a 2.0-litre four-cylinder diesel with a pair of turbochargers, the Terron 9 is, on paper, a bit more simplified, but a lot newer in design terms. It’s a 2.5-litre unit, but reverts to a single turbocharger for a power peak of 163kW (three up on the T60, at slightly lower revs) and max torque of 520Nm (20 more). Fuel economy should be about line-ball with the T60 (more of that later).

Like the T60, the Terron 9 features an independent, coil-spring front end, but loses the T60 Plus’ coil-sprung rear axle for a leaf-sprung live axle.

The Terron 9 sticks with an eight-speed automatic transmission (although a different unit to the T60’s eight-speed unit) and also gets four-wheel drive with a low-ratio transfer case for proper off-roading. What’s missing (but nobody else at this price-point has it either) is Auto 4WD mode which allows the vehicle to be driven in four-wheel drive on bitumen surfaces. In the case of towing on a wet road, this is a huge boost to overall safety.

While the extra torque over the T60’s smaller engine seems welcome, it pays to remember that the larger Terron 9 is about 300kg heavier than its little brother. That said, the payload is a little higher at 1100kg for the Origin and 1005kg for the Evolve but with the vehicle’s full 3500kg on the tow-hitch, that payload falls to 600kg and 505kg respectively, thanks to the Terron’s 6500kg Gross Combination Mass. It’s far from alone in this regard.

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.

LDV’s official fuel consumption figure for the Terron 9 is 7.9 litres per 100km. That’s a number that you might – just might – see on a gentle highway run, but the 9.0 litres per 100km we recorded on our own test drive is probably closer to the day-to-day mark. That’s still pretty good, though and speaks of the tall gearing in the eight-speed automatic transmission.

Against the 80-litre standard fuel tank, that gives a useable range of close enough to 850km on the open road before you need to start watching the fuel gauge.

It’s also worth mentioning that the Terron 9 is Euro 5 complaint rather than meeting the tougher Euro 6 emissions targets. As such, it does not require the addition of AdBlue, representing another running cost saving.

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 first impression is that this is a very big vehicle. The passenger’s seat seems miles away and the bonnet is high, wide and mighty. That might not play too well off road where such a huge bonnet can hide the obstacles you’re about to fall off or drive over, but at least the forward facing camera system gives you a fighting chance. The other problem off-road is likely to be the sheer girth of the LDV where it might struggle a little for elbow room on tracks formed by smaller vehicles.

On the bitumen, the Terron 9 feels pretty relaxed with a gear for every occasion and an unstressed engine that is clearly tuned for mid-range oomph rather than top-end power. It’s smooth and relatively refined and, left to its own devices, the eight-speed automatic shifts up seamlessly.

The only complaint would be a degree of driveline shunt in the example we drove that could be both heard and felt, most notably in the transition from off-throttle to on-throttle, but also during the odd upshift. In 2025, this seems very odd indeed. We checked with LDV and they reckon this is a one-off glitch and possibly down to the car’s early build. Certainly, the second Terron 9 we sampled didn’t exhibit the same problem.

Ride quality is generally good and while the leaf-sprung rear axle can feel a little lively at times, it’s not a bad match for the front end, meaning that the car feels of a piece rather than two halves of a car fighting each other. While there is plenty of suspension movement, it also feels quite well controlled despite the obvious amount of unsprung mass. Cabin noise is commendably low, too. Thanks to tall gearing and that noise suppression, the Terron is a relaxed highway performer.

The steering is better than average for this type of vehicle with a good relationship between feel, weight and reaction speed. This is one ute than can be hustled along if it needs to be, and one on which the paddle-shifters are a meaningful inclusion (although they’re also a huge bonus when off-roading).

By far our biggest complaint is one that is far from exclusive to LDV. And that’s the (what we consider to be) poor calibration of some of the driver aids. The lane-keeping assistance is the main offender and, on a narrow road with a well-defined edge, the Terron 9 will intervene to prevent a wheel dropping onto the gravel. Unfortunately, at higher speeds, it does so with what feels like a stabbing action; violent enough to scare you the first time it happens. Could it frighten a timid or inexperienced driver into a crash? It’s a possibility we can’t ignore.

The driver-distraction warning is also, ironically, its own distraction. Take your eyes off the road for long enough to read the otherwise excellent dashboard display, and you’ll have the warning stepping in with a beeping admonishment as well as a visual warning that overrides the information you were trying to read in the first place. Again, LDV is hardly alone in this, but there’s definitely some recalibration required before the systems are as good as some of the (more expensive) competition’s equivalents.

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.

The Terron 9 is covered by LDV’s rather excellent seven-year/200,000km warranty. Service intervals are every 12 months or 15,000km with the exception of the very first service which is due at 10,000km to account for the running-in oil the engine is filled with from the factory. This sounds like an extra impost, but mechanical sympathists will love this attention to detail.

LDV is looking into capped-price servicing but there’s no announcement to be made yet, nor any hint of what the price structure of that might look like if it happens.

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.