Toyota News

If you spend any time on the road you’ll see plenty of utes being used for work – but you also see just as many, if not more, vans being used as the conveyance of choice for couriers, tradies and the like.So which is actually better as a work vehicle: a ute or a van? It’s an age-old debate likely to generate more than a few raised voices.I’m ute-biased because I own a ute and use it for my other job(s), but I know plenty of people who are quite happy with their van.So, let’s tackle this touchy subject, shall we?Is the popularity of utes simply a result of hype? Are ute owners actually using entirely the wrong vehicle for work? Not at all.Vans and utes are close in terms of engine and transmission, power and torque outputs, the efficacy of driver-assist technology and even day-to-day useability.But the load space area – the business end of any work vehicle – is where the major difference lies.A ute’s tub or tray, as standard, is not closed-in so the extent of your packing is not limited by your vehicle’s roof-line as it is in a van. You can load beyond the top edge of a ute’s tub, and tall or awkwardly shaped loads aren’t a problem so long as they are safely secured.A ute also offers superior and more flexible load-carrying capabilities than a van.However, if a ute has no cover on its tub/tray, security from thieves and protection from the elements remain a serious issue. The good news is that there are OEM or aftermarket tub coverings available (hard or soft tonneau covers, roller shutters, aluminium lids etc) for utes, so that’s a potentially easily resolved issue.Or you can purchase an aftermarket canopy to be fixed to your ute tub, and some of those options are lockable. The problems is a canopy is not an engineered-at-vehicle-origin solution, so while it offers much better security, water- and dust-proofing than having no cover at all, it’s no match for a van’s factory built-in load space.And, besides, installing a cover on a ute’s tub – whether it’s a tonneau, roller shutter, canopy, or a bit of tarp over the top – defeats the purpose of owning an open-topped ute, because by doing so you’re robbing the ute tub of its load-carrying versatility.On the others side of the fence, vans have plenty of positives in their favour, even as standard.Take, for instance, the Ford Transit Custom Trail which I recently road-tested. Firstly, focusing on the cabin, the Trail can be optioned as a two-seater with hard-wearing plastic everywhere – ready for the messiness of work and life – as well as charge points (USB-A and -C) and storage (including a van-favourite dash-top slot for logbooks etc, outboard moulded cupholders and a nifty pop-out cupholder).Secondly, the load space includes access via a barn door at the rear and the Trail can be optioned up to have a sliding door on both sides.The cargo area is substantial – 3002mm long (to the bulkhead; 3450mm long if load-through hatch is used), 1392mm wide (between wheel arches) and 1425mm high (floor to roof). Easily big enough for work equipment or recreational gear. It can cope with four Euro pallets (1200mm x 800mm each) and it has a listed maximum load volume (with the bulkhead) of 6.8 cubic metres.Load height through the rear barn doors is 531-585mm, depending on how much weight (driver, passenger etc) is already onboard.The load space has a metal bulkhead (with window and load-through hatch), load area protection kit (full height walls and moulded floor), LED lights and eight tie-down loops.It has plenty of potential as a work and/or recreational vehicle with ample scope for modifications inside and out.Back to vans and utes in general, payloads in vans can range upwards of 1000kg, while payloads in utes (e.g. a single-cab) can be upwards of about 1000kg. (US pick-ups can manage more – with listed payloads of 1759kg and up – but in this yarn we’re focussing on mainstream utes.)But a van’s rear load space could be considered a distinct advantage – or at least a major point of difference – over a ute.A van can be big, for example the cargo space in a 2021 long-wheelbase Mercedes-Benz Vito 116 is 3061mm long, 1709mm wide, and 1391mm high; with 1265mm between the rear wheel-arches, so a 1165mm standard Australian pallet will slot in, no worries. Official cargo volume in the Vito is 6.6 square metres.Vans are built to carry loads and as such there is plenty of space in the rear, and amenities back there include tie-down points (with which to secure your load), lighting systems (halogen or LED), wood panelling on the interior walls and rear door, rubber or vinyl matting, or other grippy protective surface on the floor of the cargo area, and even power points.The load spaces in vans are ripe for customisation: maybe shelves for a tradie, or bedding and extra storage for an adventurous person or couple.And the rear load space may provide open access to the driver and front passengers(s), or it may be separated from the cabin of the van by a bulkhead with a built-in cargo barrier.Access to that fully secure load space may be via sliding doors on either side of the van or by using the rear door, which might be 180°-opening rear twin barn doors (with window), or a single lift-up tailgate, and either of those can be fully locked open so, importantly, a forklift can be used to place a heavier load in the cargo area.So while there’s no problem with permitted access, the load space is fully lockable, so theoretically secure, and the contents may be concealed.The cabins of utes and vans are similar in that they can be set up as mobile offices, with an immediate ease of use and comfort as priorities: think cloth seats, durable plastic surfaces and storage spaces aplenty including a lockable glovebox, dash-top slots (for log books, general paperwork etc) as well as door pockets and bottle-holder, a cup-holder at each end of the dash, and a centre console bin.But each type of vehicle has its own particular advantages, as well as exhibiting characteristics that may count against it when it comes to their potential as work vehicles.As mentioned, I’m well and truly in the ute camp but I know lots of people who wouldn’t swap their van for a ute as a work vehicle.To each their own… but to me utes still have the edge.

It’s no secret Toyota wants to revive the Celica nameplate. Now, thanks to a Portuguese rally fan, the new Celica is no longer a secret at all.

Thousands of the recently-updated Toyota LandCruiser 300 Series have been recalled due to a transmission issue.A Department of Infrastructure notice confirms the recall relates to 11,019 examples from all variants of the 2025 model year LandCruiser 300 Series. “Due to a Transmission Control Module (TCM) programming issue, the transmission may rev faster than intended causing a loss of motive power and transmission fluid to leak,” the notice reads. “A transmission fluid leak in the presence of an ignition source could lead to a vehicle fire whilst driving.“A loss of motive power whilst driving and/or a vehicle fire could increase the risk of an accident causing injury or death to vehicle occupants, other road users and/or damage to property.”A spokesperson for Toyota Australia said the recall was part of a global mandate from Toyota, with no incidents reported Down Under yet. Toyota will contact affected owners in writing to organise an appointment at a Toyota dealership to rectify the issue free of charge. The LandCruiser 300 Series recently had its price increased by $1000 across the range, with the starting price, before on-road costs, now $99,340 for the base GX variant.The updated model impacted by this recall was launched in the middle of 2025, with a hybrid model launching in Australia next month.A recall is also out for 569 examples of the Lexus LX500 and LX600 four-wheel drives in the 2025 model year.The Lexus LX is built on the same platform as the LandCruiser and shares many of its mechanical elements.  

Toyota has announced details of the bZ4X Touring electric mid-size SUV in Japan, which is an expanded version of the standard mid-size SUV.It is significantly longer than the standard BZ4X, measuring at 4690mm long, while it is otherwise dimensionally similar, with a 2850mm wheelbase. The all-wheel drive variant of the car has a dual motor system, which produces 280kW, meaning it can shift from 0-100km/h in 4.6 seconds.The new SUV's 74.69kWh battery offers a top-end driving range of 734km according to Japanese specifications, while charging up to 80 per cent takes just 28 minutes. This represents a noticeable improvement in both power output and driving range over the standard bZ4X currently sold in Australia. The Touring version of the bZ4X has a similar exterior design to the regular bZ4X, and rides on 20-inch wheels. The interior is equipped with a 14.0-inch central touchscreen display, along with a floating digital driver display. There are two wireless phone charging pads in the centre console of the car. The new Touring version will start from 5.75m Yen in Japan, which is around A$52,000, while the all-wheel drive variant starts from 6.4m Yen, or roughly A$58,000.Expect this new version of the bZ4X to be a bit more expensive than its Japanese list price when it comes to Australia in the second quarter of this year, as export versions usually attract a significant premium over the Japanese pricing the time they make it here.However, it will give Toyota a new and larger rival to the Hyundai Ioniq 5 and the Kia EV6, as the Japanese brand looks to make a larger impact on the EV SUV space.In Australia, the standard bZ4X starts from $55,990 (before on-road costs), after Toyota slashed its price late last year by more than $10,000, down from $66,000.This new bZ4X Touring, which is built alongside its Subaru sister car the Trailseeker in a Subaru factory, is already confirmed to arrive in Australia in the first half of 2026. Stay tuned for more updates imminently.

The new-generation Toyota Fortuner SUV has been spotted in Thailand undergoing testing, WapCar reports.However, this new-generation version is not slated to make its way to Australia, with the brand discontinuing the name locally. Production on the current Fortuner model will cease some time in 2026, with the model being pulled from sale soon after that. "Of course, Fortuner has been a great product for us over the years and found a relatively small but enthusiastic customer base,” former Toyota Vice President of Sales and Marketing Sean Hanley previously told CarsGuide.“But with production ending next year and customer preferences shifting in Australia, we made the decision to discontinue the Fortuner.”The Fortuner looked to capitalise on the similar success of the Ford Everest, which is based on the Ranger ute, but it failed to make the same impression.It shares many of its parts, including a ladder-frame chassis with the strong-selling HiLux ute, and was also powered by the same turbodiesel engine. The Fortuner managed less than 3500 sales in 2025, compared to the more than 26,000 of the Everest for the same 12-month period.It starts from $53,775, before on-road costs in Australia, which is more affordable than the base model of the Everest.From the spy pictures, the Fortuner looks to have kept the same overall design, with some potential minor tweaks to the front and rear styling, but it is hard to tell because the car is camouflaged. Little is known about the new Fortuner’s set-up, but like its predecessor, it is expected to feature the same ladder frame and diesel engine. The rigid chassis and torque-heavy diesel engine in the Fortuner gives it greater off-roading potential than many of its monocoque-based rivals.Its HiLux-familiar specifications have led to speculation the Fortuner may also be offered with an all-electric set-up, following the first-ever electric edition of the ute being confirmed late last year. It shapes up as a rival for the soon-to-be returning Mitsubishi Pajero, which has also been spied several times as it nears launch in 2026.The new-generation Fortuner is expected to be unveiled in the middle of this year ahead of its global launch, expect more information closer to that time.

Toyota’s highly-anticipated RAV4 plug-in hybrid has launched in its home market of Japan, with the brand revealing more core specifications, as well as details of what sets the PHEV apart from the rest of the variants in the range.While the new-generation RAV4 will arrive in Australia soon in popular plugless hybrid guise, the plug-in hybrid is still slated for the third quarter of 2026. Local pricing has already been revealed for the two Australian PHEV variants, the front-wheel drive XSE ($58,840) and top-spec all-wheel-drive GR Sport ($66,340), but thanks to new Japanese specs we have an idea of what makes the plug-in version special.Also arriving in two grades in Japan (the Z and GR-Sport), the RAV4 PHEV is equipped with a 2.5-litre four-cylinder petrol engine and dual electric motors. Locally, the power outputs are confirmed at 227kW for the AWD and 200kW for the FWD version.According to preliminary Japanese specs, the EV driving range for the PHEV is approximately 150km, an increase on what Toyota Australia was expecting (around 100km on the WLTP cycle), thanks to a 22.7kWh battery pack.The car is confirmed to have 50kW DC fast charging capability (which should allow a top up in around half an hour) and an 11kW AC slow-charging capability (for a full charge in around two hours).Some of the biggest news out of Japan include the RAV4 PHEV’s vehicle-to-load system, which allows power output from the battery either via the external charging port, or via an internal household outlet plug in the boot.The brand says the system can output up to 1500W, and has a dedicated power supply mode which can provide 6.5 days of power at a load of 400W if the vehicle has a full charge and tank of petrol, or up to seven days in supply priority mode.In addition, Toyota revealed new details for the top-spec GR Sport RAV4 PHEV which has several upgrades on top of its more aggressive styling.For example, the GR Sport flagship features functional spoiler pieces for increasing downforce front and rear, performance dampers and brace reinforcement in the suspension, as well as a bespoke power steering tune to make it more responsive than the standard RAV4.The new-generation RAV4 rides on the same platform as the outgoing car, although significant changes have been made to improve software and the cabin layout.Toyota expects the RAV4 will be Australia’s best-selling vehicle in 2026, although prices have increased slightly across the board for the new-generation version.While the Japanese juggernaut is still by far the best-selling brand Down Under, it is facing a renewed push by aggressive Chinese rivals which have shaken up the list of Australia’s top-10 favourite automakers.BYD has made no illusions about its intent to challenge Toyota’s dominance, plotting a podium finish in 2026 and declaring it needs to have a vehicle in all the market segments Toyota does if it wants to take a “leadership position” in Australia.GWM has also secured a position in the top-10 rankings, while MG will be defending its position in 2026 as it struggles to lure its buyers into the higher price points of its new-generation offerings.It seems inevitable that Chery will also be giving Australia’s favourite brands a run for their money as it surges up the sales charts off the back of a wide-ranging array of well-priced products.While the RAV4 will be key to Toyota’s continued success, it also recently released its new-generation HiLux which will also be challenged across the board by a changing ute landscape.In response to the arrival of new electrified rivals, Toyota said it is plotting more plug-in hybrids and more electric vehicles for Australia to be announced imminently.

The once highly-promising hydrogen-powered car technology now appears to be faltering as it lags behind other new energy technologies, according to reports. Nikkei Asia has reported annual sales of hydrogen vehicles decreased by more than 80 per cent since 2021, with the supporting infrastructure available also decreasing.Hydrogen vehicles more commonly take the form of fuel cell vehicles (FCV), using compressed hydrogen gas to power a fuel cell, which converts hydrogen into electricity to power it. This method means only water is emitted into the atmosphere, while offering similar refuelling times and driving range to internal combustion vehicles, but with EV performance.This technology is only found in a few vehicles, such as the Toyota Mirai sedan and the Hyundai Nexo SUV. Honda was one of the first brands to explore the potential of hydrogen technology more than 20 years ago, with its FCX sedan. Toyota has been heavily investing in hydrogen-powered cars, recently focussing on a different angle: hydrogen-fuelled internal combustion engines. This system repurposes compressed hydrogen as an injectable substance into the combustion chamber without emitting CO2.Charging times for electric vehicles remain a key point of discussion in their viability for mass usage, which makes this alternative hydrogen technology an interesting prospect.It now looks like the refuelling benefits over EVs are becoming more of a moot point with the scarcity of hydrogen refuelling points and their limited uptake. Australia does not have a hydrogen model on sale to the general public, with only some available on leasing deals, including the Mirai and Nexo. There are less than 20 hydrogen refuelling stations currently in Australia.According to Nikkei Asia, new FCV sales in Japan decreased by 83 per cent last year in comparison to 2021, with only 431 units finding new homes.These stuttering sales numbers are causing major players to retreat in their hydrogen plans, including Stallantis that discontinued development citing "no prospects of mid-term economic sustainability."Honda and General Motors have also severed ties on their hydrogen joint-venture, which has been running since 2013 and included production of the CR-V e:FCEV. This does not mean hydrogen is off the cards, with Toyota and Hyundai still proceeding with FCV projects over the next two years. Hyundai in particular intends to double down on the technology, with a new-generation Nexo having already launched in its South Korean home market.

The President of the United States Donald Trump and U.S. Environmental Protection Agency (EPA) Administrator Lee Zeldin have combined to eliminate the ‘off-cycle credit’ the EPA said was used to implement the start-stop feature in American vehicles. An EPA off-cycle credit awards carmakers greenhouse gas (GHG) reduction credits for technologies that improve real-world fuel efficiency but are not fully captured by laboratory-based emissions tests. For example, stop-start systems and active aerodynamics.The statement said the feature is “almost universally hated”, with the EPA’s final rule eliminating all subsequent federal GHG emission standards for all vehicles and engines with model years 2012 to 2027 and beyond, “including for what many Americans refer to as the single worst feature in cars - auto start-stop buttons”.Announcing the change, Administrator Zeldin said, “As I travelled across all 50 states this past year, I heard from countless Americans who not only dislike the start-stop feature but passionately advocated for this mechanism to be a thing of the past. “Not only do many people find start-stop annoying, but it kills the battery of your car without any significant benefit to the environment.“The Trump EPA is proudly fixing this stupid feature at Trump Speed.“Automakers should not be forced to adopt or rewarded for technologies that are merely a climate participation trophy with no measurable pollution reductions. Consumer choice is a top priority for the Trump EPA and we are proud to continue delivering commonsense rules for the American people,” he said.The official EPA announcement stated “about 60 per cent” of new cars have the stop-start feature, and “with the elimination of the off-cycle credits, manufacturers will be incentivized to listen to what Americans actually want in their cars”.Multiple automotive brands manufacturing cars in the US issued statements in response to the regulation change.Stellantis said, “We remain supportive of a rational, achievable approach on fuel economy standards that preserves our customers’ freedom of choice.”A Ford statement said: “We appreciate the work of President Trump and Administrator Zeldin to address the imbalance between current emissions standards and customer choice.”Hyundai made the point that the EPA's rule changes remove incentives rather than mandating change and said, “Hyundai continues to comply with all applicable emissions regulations and regularly evaluates vehicle technologies based on customer feedback, regulatory requirements, and overall efficiency.”General Motors, Honda, Nissan, Toyota and others referenced comments from automotive industry group, Alliance for Automotive Innovation.Alliance President John Bozzella said, “I’ve said it before, automotive emissions regulations finalized in the previous administration are extremely challenging for automakers to achieve given the current marketplace demand for EVs.“The auto industry in America remains focused on preserving vehicle choice for consumers, keeping the industry competitive, and staying on a long-term path of emissions reductions and cleaner vehicles,” he said.

Road rage is such an ugly part of driving, but the type of car you own could be a magnet for bullies. Having driven thousands of cars over 15 years of testing, here are three of the best cars I think will help you avoid the wrath of other drivers and three that might attract more hate when on the road.Your guess is as good as mine as to why whenever I drive a D-Max ute I get treated with so much respect despite probably doing things that’d get me honked at in other cars. Honestly, all utes command respect, patience and better treatment from other motorists, but maybe it’s the less glitzy and more down to earth rural appeal of the D-Max that makes it one of the best cars to drive if you want others to cut you a bit more slack.On the flip side its ute drivers I find to be the most aggressive out there — this is all anecdotal of course, but I’m sure there are many out there who will back me up. So perhaps a wariness of utes drivers and not a respect for hardworking tradies is why they’re treated better.Perhaps it's because police forces all over Australia use the Kia Sorento to chase baddies or it could be that this large SUV just looks tough. Whatever the reason, if you want other drivers to let you merge into their lane this is your car.The Sorento is large and pretty menacing looking from the front and back. But then so too are lots of SUVs, but what I think what wins over other drivers is the Kia badge. It's a brand that’s established itself at a grass roots level in Australian sport and community. It’s more aspirational than Toyota, but still not pretentious.I should point out that Toyota Klugers also command respect, so too do other large SUVs, like the Mazda CX-90 and the Ford Everest.  The Volkswagen Multivan looks like a toaster, only five metres long and two metres tall. And while the sheer size of it makes other road users think twice about cutting one off in traffic, it's more than that. I think it's actually connected to the iconic Kombi van and the good feelings that van conjures. You know we grow up excited to see Kombis as kids, which still hits us with a sense of “awww” even now as adults when we see a van with a VW badge. The good treatment isn’t restricted to Volkswagen Multivans, all vans are treated incredibly well despite many of them carrying out manoeuvres that defy logic, like double parking, spontaneous U-turns and driving slow while searching for an address. And that’s because we know most vans are delivery trucks on a mission and the bad driving is not down to incompetence … most of the time.I’ve picked the Porsche 911 mainly because it’s one of the cars I’ve received the worst treatment in continually but I’ve found this goes for any high-end sports car.Perhaps it’s the sight of an expensive sports car that brings out some jealousy in other drivers but I’ve never been tailgated more by other drivers than when in an expensive sports car. As for being let into traffic — that’s also a problem.This behaviour, like all road rage, is dangerous and does nothing more than reduce safety and cause stress, unnecessarily.The Suzuki Swift is great in many ways — just not how some people treat you when you’re driving it. This seems to be a problem with most small cars and I can’t help but think that there are some drivers who assume the person in the Swift is young and inexperienced. Yep there is definitely some kind of automotive pecking order out there on the road and I can be in a ute I’m testing and then move into a small car and suddenly be honked for not moving the instant a traffic light turns green.If other motorists are ‘punching down’ on young drivers then this is a huge concern that could put the inexperienced under too much pressure and lead to a life-threatening mistake.Car reviewers joke that the answer to, “what car should I buy?”, is always “Toyota Camry’ because the value for money, reliability and comfort equation is almost impossible to match. But when behind the wheel of a Camry I’ve found I’m treated in much the same way as a small car, with other drivers seemingly becoming impatient and wanting to overtake rather than sit behind me.I can only speculate as to the reason but perhaps other drivers might think Camry drivers are older and in less of a hurry, or maybe that the person behind the wheel is a rideshare driver that could stop suddenly to let a fare out.Whatever the reason, road ragers should beware that  Australia’s police forces use unmarked Camrys and so the next one you bully, could land you a ticket.   

After having lived with the Toyota GR Yaris GTS for the past week and watched it eat its weight in petrol, strain my neighbours patience with its loud noises and grumble at me for trying to make it accelerate when it wasn’t ready, I’ve made up my mind — cars with combustion engines will always be more fun to drive than electric vehicles.For all their smooth driving, fast accelerating and zero tailpipe emissions, electric cars aren’t engaging to pilot and that’s because almost all the technology disconnects us so much from what’s actually happening.Don’t get me wrong, I think electric vehicles make great sedans that can ferry people around effortlessly and serenely. And EVs are superb small cars doing daily commutes in traffic, and for little delivery trucks and vans. Basically EVs are great for any kind of driving where those onboard would rather be anywhere else than driving.And so the GR Yaris is exactly the wrong car for these kinds of people, because it's the type of vehicle that’s constantly letting you know you’re driving, but it’s shouting it an inch away from you face, “YOU’RE DRIVING A CAR!”.The GR Yaris is basically a homologation car for Toyota to compete in the World Rally Championship and is vastly different from a regular Yaris with a 221kW/400Nm 1.6-litre three-cylinder engine and all-wheel drive.Made using forged carbon and aluminium the GR Yaris weighs only 1300kg and can launch itself from 0-100km.h in 5.1 seconds.And yes I know a Tesla Model 3 Performance has 343kW and can get from 0-100km/h in 3.1 seconds. But have you driven a Tesla?  Yes, it has strong acceleration but so does a tram. And so the experience feels nothing more than commuting, even if it's rapid.The GR Yaris is not as quick, but the experience of getting to 100km/h is filled with so much noise and feeling. The car breathes in air, mixes it with petrol in tiny rooms and sets fire to it causing an explosion powerful enough to eventually turn the wheels, all the while breathing out the used air and gases.So, combustion cars are alive, in a way. They have personality. And I think that’s part of our strong connection to them. Sports cars even more so, because these are designed to optimise handling and agility, often with manual gear boxes, which make the driver even more central to the driving.But EV’s acceleration is great, right? And it's exhilarating isn't it? Yes the acceleration is good and we’re seeing outrageous power outputs of up to 850kW in family cars. But the novelty of accelerating quickly wears off.Most EVs have impressive acceleration because motors produce high power and torque and send it directly to the wheels, and it’s done instantly from zero revs. It’s brilliantly simple, with hardly any parts and it makes sense that cars should be electric.But it’s not very fun and that’s the point of this. And I find hybrids much the same in their mundanity, but to a lesser degree.Combustion engines are complicated, dirty, noisy, inefficient and have lots of parts. They made sense a hundred years ago, but if somebody only invented the combustion engine in 2026 there’s no way it would be approved for use.Still this past week I’ve had two test cars in my driveway — the GR Yaris and a Chery Tiggo 8 plug-in hybrid. Which do you think I picked every time I needed to go anywhere, even somewhere five minutes away like the supermarket and to do the school run? The GR Yaris of course.It’s harder to drive than the petrol-electric Tiggo 8, but every journey in it is fun and engaging.I’ve even felt sorry for the Tiggo 8. When it detects its key coming within range in my handbag it unlocks its doors and switches its headlights on, but I walk right past it to the GR Yaris and leave in that.Sometimes I look back at the Tiggo 8 as I pull out of the driveway and see it shutting back down again, switching off its lights and locking its doors when it realises it's not needed this time.Today I needed to return the GR Yaris — the test was over. And I’ll be in the Tiggo 8 again.I can see a need to switch the cars that most of us drive to electric, and I used to worry that combustion cars would disappear quickly. But I don't think that’s going to happen. Sports cars will I think be offered in combustion form for decades more because the makers and buyers know the fun to be had. If anything EVs will make us appreciate combustion cars even more.