Peugeot Partner vs Toyota HiLux

What's the difference?

It might not be the most modern looking or feeling small van, but amongst its competitors, the Partner stands out for its relative value and load-lugging capabilities.

It’s somewhat fun to drive but now feels a bit plain on the inside, and could benefit from a few extra options and features to make it more comfortable and maybe even a little more customisable.

Still, I think the Peugeot Partner will fit the needs of many primarily city-based small businesses or tradies who want to work out of a compact and easy-to-drive van instead of an unwieldy and often overkill dual-cab ute.

Given the HiLux BEV was developed in close cooperation with mining companies, its relatively short driving range appears tailor-made for that role given the daily driving distances (typically around 150km or less) in underground and open-cut mining operations. However, determining if our SR5 test vehicle is equally well suited to urban tradie duties would require careful analysis of driving range and payload/towing requirements, to determine if its emissions-free high purchase price can be justified.

The Partner’s recent update brings with it a new, more contemporary face, with the ‘claw’ style light fittings clasping a body-coloured panel in place of the usual grille fitting. It also updates all the badgework to match the French brand’s passenger car range.

Thanks to these upgrades, as well as the fetching colour and Premium body-matching highlights, it looks pretty schmick at a distance, but up close you can start to tell the Partner’s relative age.

It simply doesn’t look as contemporary or coherent in its design as the much newer ground-up fifth-generation Caddy or third-generation Renault Kangoo with which it competes.

A big part of this is due to the Partner being based on a much older platform which is shared across a lot of Stellantis brands. It started life as the third-generation Citroen Berlingo in 2018, and needs to warp its look overseas to fit the Fiat Doblo, Toyota Proace and Vauxhall Combo (although the Partner is the only version sold in Australia).

As a result, up close you can see its somewhat pieced together brand identity bits and boxy, upright bodywork.

There are some odd touches, like the plastic bumper at the front not matching the gloss black highlights or body coloured bumper at the rear, and the contemporary badgework finished in a matt grey adds yet another texture and colour to the mix.

The theme continues inside, with a huge plastic dash piece jutting into the cabin space. Here, the bits from Peugeot’s passenger car range have been integrated, including the cool 'squircle' steering wheel, digital dash elements and the multimedia screen.

In the centre, the electric shifter part from cars like the current 2008 small SUV has been embedded in the sea of plastic.

It technically matches the brand identity, but it doesn't stop the Partner’s interior from feeling a bit cobbled together, rather than the more unified corporate identity which is so well executed in the VW Caddy, which is almost hard to tell apart from a Golf.

The software is another area the Partner could use some work. It’s fairly simple and straightforward to use, but the layout isn’t very customizable, both for the multimedia suite and digital dash.

Again, the Caddy runs rings around Peugeot in this department, with its more impressively-featured and nicer-looking software it shares with other VW Group passenger cars.

There are also little areas which feel like they’re behind the pace for a top-spec variant. The steering wheel is hard plastic without even the option for a softer wrap, for example, and the Caddy offers an alternate optional synthetic leather seat trim for an operator willing to dish out a little extra cash.

Externally the only visual differences between a HiLux BEV and its diesel SR5 equivalent are the BEV's solid front grille, a Type 2/CCS charging port for the propulsion battery located behind a hinged body flap on the front passenger side and aerodynamically-tuned 17-inch alloy wheels designed to minimise drag and optimise driving range. It also has unique rear suspension (see Motor).

The BEV variant has benefitted from the latest HiLux generation's exterior and interior styling updates in keeping this iconic workhorse looking fresh, particularly up front with its high slimline headlights, imposing body-coloured grille and trapezoidal side air intakes.

This more hard-edged look is also evident in the BEV's interior which although embracing new dash and centre console designs fortunately adheres to the time-proven practicality and user-friendliness of traditional 'piano key' buttons for its climate control plus a large dial for off-road drive settings (see Motor).

So design-wise the Partner might barely hit the brief when it comes to matching it up with Peugeot passenger car design, but one area where it manages to shine is in-cabin storage.

There’s lots on offer, massive bottle holders and pockets in the doors, storage areas galore in the big plastic dash, with trays in the centre and passenger side, as well as behind the multimedia screen and under the shifter.

There are a set of non-variable bottle holders cut out of the top of the dash, as well as hidden storage compartments under both front passenger seats.

I should mention at this point the Partner has a three-across front bench, although actually putting three people in there will be quite the squeeze, especially given the centre of the dash juts quite far into the cabin area, leaving the centre occupant with nowhere to put their knees.

Maybe it will suit a child in a pinch if you plan to have this as a small business vehicle which may need to be dual-purpose from time to time.

There’s also a fold-down rotating table thing in the backrest of the centre position, designed to be used with a laptop. Another feature of the Partner’s dash is physical toggles and buttons for the climate controls, which are increasingly rare in favour of touch-based menus.

In terms of load area dimensions, the Partner LWB offers 3.9 cubic metres (excluding the bulkhead) and dimensions come in at 2167mm long, 1527mm wide (1229 between the arches) and 1243mm tall. This should accommodate two Euro-sized palettes.

Loading and securing should also be relatively breezy thanks to sliding doors on both sides, a barn door rear which hinges out of the way for forklift loading, and no less than 10 tie down rings.

It also scores decent LED lighting in the roof, so you can see what you’re doing in a poorly lit warehouse, or when using the load area at night.

As for capacities, the Partner LWB has a payload of 898kg. It claims a 950kg braked towing capacity (not much more than the unbraked of 740kg) although in reality 740 seems to be closer to the limit thanks to the 74kg towball download rating.

How does this compare to the Caddy? I was surprised to find the Caddy 5 in equivalent LWB form has a smaller load area (3.7 cubic metres) and a significantly lower payload of 695kg.

However, it can tow slightly more (up to a claimed 1500kg - however has a 75kg max towball download). Additionally, the Partner isn’t able to be fitted with a tailgate to replace the barn doors (an option which some buyers may prefer on the Caddy).

A full size spare wheel is present on all variants to keep you on the road.

Our test vehicle’s 2455kg kerb weight is 300kg more than its diesel sibling, which combined with its 3170kg GVM leaves a 715kg payload rating that’s 250kg lower.

The HiLux BEV is also rated to tow up to 2000kg of braked trailer (1500kg less than the diesel) and its 4670kg GCM rating (or how much it can legally carry and tow at the same time) would leave just 215kg of payload capacity if towing its maximum trailer weight. This could easily be used up by two big tradies before you could add their tools, so it’s important to be aware of these load ratings if planning to tow.

tub, is equipped with anchorage points front and rear plus hydraulic tailgate dampers to assist opening and closing. Load tub access is made easier and safer by concave side-steps behind the rear wheels.

Like its diesel sibling, rear seating for tall people offers minimal knee/shoulder/head room, combined with a notably short distance between the top of the base cushion and floor creating a steep thigh angle that concentrates body weight on your lower back.

Driver and front passenger storage includes a bin and bottle holder in each door, cupholders on either side of the dash and upper and lower glove boxes. The centre console has wireless phone charging up front, two more cupholders in the centre and a lidded box at the back containing the V2L (Vehicle to Load) AC inverter with domestic three-pin plug and a 12V accessory socket.

Rear passengers get a bottle holder and bin in each door plus pockets on both front seat backrests, a fold-down centre armrest with two more cupholders plus two USB-C charging ports and adjustable air vents on the rear fascia of the centre console.

There’s no under-seat storage available and the vehicle’s portable AC charging cable, which is stored in a zip-up bag, has no dedicated storage area so must be carried on either the cabin floor or in the load tub.

The HiLux BEV range offers a choice of dual cab ute/dual cab-chassis in base SR model grade or the premium SR5 dual cab ute. Given its commercial fleet focus, exterior colours are limited to standard Glacier White or Frosted White/Ash Slate premium paint options.

Our SR5 test vehicle, like all HiLux BEVs, comes standard with a dual-motor 4x4 drivetrain and 59.2kWh lithium-ion propulsion battery for a list price of $82,990, before on-road costs. Its Ash Slate premium paint adds $675.

This list pricing is way above that of its SR5 48V diesel auto equivalent ($65,990) and its only full-electric ute rival in the form of KGM’s (formerly Ssangyong) Musso EV AWD ($64,000, drive-away).

For that sizeable spend the HiLux BEV’s standard equipment list contains unique features comprising a bespoke 12.3-inch driver’s digital cluster with EV instrumentation, an equally new electronic shift lever for the shift-by-wire BEV functionality plus exterior changes (see Design). Other standard equipment includes:

• 17-inch alloy wheels with 265/60R17 tyres and a full-size spare
• LED headlights/tail-lights
• Heated mirrors
• Rear privacy glass
• Body-coloured grille/bumpers
• Cabin side-steps
• Integrated rear/side load-tub steps
• Tailgate damper with lift assist
• Panoramic view monitor
• Smart entry/start
• Dual-zone climate control
• Heated front seats/steering wheel
• Leather-accented seating
• Eight-way power adjustable driver’s seat
• Wireless phone charger
• Vehicle-to-load 220V/1500W inverter with three-pin AC plug outlet
• Multimedia system with 12.3-inch touchscreen
• Eight-speaker audio (with digital radio)
• Multiple connectivity options (including Apple CarPlay/Android Auto

There is just one combustion engine option in the Partner range, a three-cylinder 1.2-litre turbocharged petrol unit producing 96kW/230Nm which drives the front wheels via an eight-speed automatic transmission.

The only alternative to this is the E-Partner which sports a 100kW/260Nm electric motor instead.

The three-cylinder petrol is a perky unit sourced from Peugeot’s passenger car line-up, although the Partner range doesn’t quite offer the VW Caddy’s breadth of options; the choice of a 1.5-litre four-cylinder petrol or a 2.0-litre diesel in two states of tune.

The HiLux BEV is equipped with two electric motors delivering full-time four-wheel drive. The front motor drives the front wheels and produces 82.2kW of power and 205.5Nm of torque. The more powerful rear motor driving the rear wheels produces 129.3kW and 268.6Nm.

Combined maximum power output is officially rated at 144kW but there’s no official combined torque figure given that the electric motors produce their peak torque at different times.

These motors drive the wheels through chassis-mounted transaxles equipped with single-speed transmissions. They are synchronised electronically using ‘fly-by-wire’ accelerator and gear/mode selection.

The centre console-mounted shifter controls conventional drive selections (Park, Drive, Reverse) plus offers a ‘B’ setting for optimum regenerative braking, to minimise brake pedal use and maximise battery charging.

Its full-time 4x4 system automatically distributes torque on demand between the front and rear wheels according to traction sensors. The driver can choose between three drive modes (Normal, Sport and Eco) and has access to a multi-terrain system (MTS) which optimises traction in different terrain across six settings including Auto, Dirt, Sand, Mud, Mogul and Snow.

The strengthened chassis frame provides protection for the propulsion battery mounted between the main rails. Toyota claims the battery subframe has been designed for flexibility to tolerate high levels of torsional twist when off-roading. It features a full undercover to protect high voltage parts from water splash or other damage and shares the same 700mm wading depth as the diesel version.

HiLux BEV also features a unique De Dion-type (rigid hollow beam axle) leaf spring rear suspension, with the transaxle mounted on the chassis frame to reduce unsprung weight and the beam axle with traditional leaf springs allowing efficient load carrying and off-road performance.

One of the key downsides of the Peugeot’s Euro-compliant turbo-petrol engine is it requires mid-shelf 95RON fuel, which could be a blow to those who want to drill down on running costs.

Claimed fuel consumption on the official combined (urban/extra-urban) cycle is decent, at 6.3L/100km. Ours spent the week mainly urban commuting and landed closer to the official urban number of 7.3L/100km with a total of 7.2L/100km over a few hundred kilometres.

The 60-litre fuel tank should allow for roughly 950km of driving range at the official consumption. More like 830km using our test figure.

The HiLux BEV has an official driving range of up to 315km based on the optimistic NEDC combined cycle test procedure.

When we collected our test vehicle the propulsion battery charge was at 100 per cent but the displayed estimated driving range was 272km.

We initially drove 84km unladen in metro traffic (using only Normal/Eco drive modes and max regen braking) with average combined energy consumption of 28.3kWh/100km, which was way above the sub-20kWh/100km figure needed to crack the claimed 300km-plus of driving range.

After recharging to 100 per cent for our GVM test, the estimated driving range dropped to 266km. On this second charge we drove another 173km, of which more than 100km was hauling a full payload which saw a spike in energy consumption to 31kWh/100km. We finished our test with 19 per cent charge and 50km of driving range remaining.

Our total test distance was 258km during which we achieved average energy consumption of 27.8kWh/100km. Therefore, based on our consumption figure, you could expect a driving range in real-world urban use of around 200-220km.

Toyota claims a 10-80 per cent charge time of approximately 30 minutes using a (150kW) DC fast charger or 10-100 per cent in about 6.5 hours using (10kW) AC charging.

One thing which I always like about these little European vans for trades is they’re usually very humane and easy to drive compared to a dual-cab or a van in a larger market segment.

They tend to offer closer to the feel of a passenger car, with some of the little luxuries which are missing in big hollow diesel units like some form of refinement and less noise.

The Partner is no different, and shone in some ways I did not expect.

The brand has done a good job of making it feel like a Peugeot passenger car from a touch-point perspective with the dash elements and the small chuckable steering wheel.

It also has a swift steering ratio, making even this LWB version feel nimble and agile for darting around corners and down tight laneways just as I’m sure its French creators envisaged.

The peppy three-cylinder engine helps the hatch-like feel. It offers a punchy turbo surge and a satisfyingly gruff soundtrack, which makes this little commercial offering quite fun to drive.

The ride is also remarkably smooth for a commercial vehicle, even completely unladen. Car-like suspension handles the bumps and potholes of the city environment well, which could make this a good choice for delivery drivers who will spend a lot of time in urban environments, and maybe are less concerned about getting so close to the GCM rating.

However, it’s not quite as polished as the Caddy, which won me over big time when the fifth generation version arrived in 2022.

The Peugeot can suffer from significant bouts of turbo lag, and its eight-speed transmission can be occasionally jerky from a stand-still, making for the odd awkward moment at T-junctions and roundabouts where this van takes a second to get going again. 

Additionally, some of the fun, refined feeling wears away over time as you constantly come into contact with the hard plastic trims of the interior, and the scratchy urethane steering wheel.

This can get a bit jarring over a full day of driving. It’s for this reason VW puts a leather-bound steering wheel in even basic versions of the Caddy these days.

The software also leaves a lot to be desired, with minimal customisation and laggy interfaces.

Sure, the reality is you’ll spend most of your time working with Apple CarPlay or Android Auto which worked perfectly in my time with the car, but it would be nice to have more customisation for the dash and a few nicer menus for the multimedia screen.

All in all, then, it’s a nice little van to drive, and is excellent at urban duties, but it has a slightly industrial character which will eventually catch up with you after a long day behind the wheel.

The Caddy is better in pretty much every way behind the wheel, but then it also costs over $5000 more in equivalent spec and can't carry as much stuff.

It also rides and handles much like its diesel stablemate. The most noticeable differences are the smooth yet energetic power delivery and the near silence of its drivetrain, with most cabin noise coming from the tyres which is also far from intrusive.

Near instant torque from its dual electric motors provides lively response for a vehicle of this size and weight. While it doesn’t nail your eyeballs to the back of your head like some EVs, it does provide spirited acceleration from standing starts and takes less than 10 seconds to reach triple-digit speeds.

To test its GVM rating we forklifted 650kg into the load tub which with driver was lineball with its peak payload rating. The leaf-spring rear suspension only compressed about 40mm under this weight leaving ample bump-stop clearance that ensured no bottoming-out on our test route.

In true HiLux tradition, the ride quality noticeably improved and the chassis and drivetrain were more than capable of hauling this payload on a variety of roads. Overall, it’s a competent load hauler like its diesel stablemate, albeit always with an eye on the battery charge given its limited range.

The HiLux BEV comes standard with a five-year/unlimited km warranty and separate five-year warranty covering the propulsion battery which can be extended for up to five years (so 10 years in total) with an annual battery health check. The propulsion battery is also covered by an eight-year/160,000km capacity warranty if its energy storage falls below 70 per cent of the original capacity.

Scheduled servicing is every six months/10,000km with capped pricing of $220 per scheduled service for the first five years (or 10 services in total).

The company has a vast network of more than 275 dealerships across Australia including all states and territories and many regional areas.