Toyota HiLux Video Reviews

Can you teach an old dog new tricks? The Toyota HiLux has undergone an big facelift inside and out for 2026 for a fresh look. But it's underneath where the most welcome changes occur, with new comfort-biased suspension from SR5 grades and up, to improve the previous hard ride. And even the carryover heavy-duty suspension is nicer. Yes, the HiLux is still old and cramped, but it's palpably better.

The Toyota HiLux Workmate range has 12 derivatives, and within that dozen models there's a good chance you will find exactly what you need - if you're looking for a ute for hard work, that is.

There is no wrong answer when it comes to utes in Australia, so Toyota has served up three different answers: the HiLux Rugged, HiLux Rugged X and HiLux Rogue. The question is, are they any good?

A tough-as-nails reputation perpetuated by the brand's marketing and stunts pulled by Top Gear in the UK have given the Toyota HiLux an enviable image.Not the prettiest light-commercial dual-cab on the lot, or the one packing the most punch or towing capacity, the Toyota HiLux still manages (with a fair bit of help from the mining companies and fleets) to top the nation's sales sheets in some months.The updated model dropped its price in the face of renewed competition from Mazda and Ford and remains a top-seller for the Toyota brand.VALUEWe've spent some time behind the wheel of the top-spec Toyota SR5 V6 petrol automatic, which did carry a $53,690 price tag but has been whittled back to $53,490.The model update brought a touch-screen 3D satnav and CD/USB/Bluetooth linked six-speaker  infotainment system, which has SUNA real-time traffic info for route choice and also gives audible speed warnings (which surprise a little the first time they occur when you're driving solo).The rear tray is also festooned with a new-look alloy sports bar. There's also a 17in alloy wheels (including a full-size spare), side steps, cloth trim, climate control, power windows, wheel controls for sound system and phone.TECHNOLOGYThis is not the segment where the latest and greatest in automotive technology appears - there are features in this segment that date back to the horse and cart (leaf springs), it sits on a ladder-frame chassis and the rear wheels are still retarded by drum brakes.That said, the four-litre petrol V6 does have variable valve timing and produces 175kW and 376Nm, channelling it to the rear (or all four) wheels via a five-speed auto.There are some high-tech touches to the infotainment system - satnav that has real-time traffic info and route information that estimates fuel use and CO2 emissions for your journey. The system also has a USB input as well as Bluetooth phone and audio link, but the phone set-up suffers for having the microphone in the dash and not somewhere up near the driver's head.DESIGNForm over function is not part of the LCV DNA - big, square, tall and with a tray, a bit of ground clearance (227mm) to get over the rough stuff and seating for five workers or the family on the weekends. The driver's seat doesn't offer masses of adjustment range and is also hampered by tilt-only steering adjustment, but a half-decent driving position is still achievable.The rear has a centre lap seatbelt which is not ideal, but the rear backrest and bench is not as near to a 90-degree angle as it used to be.There is some underfloor storage beneath the rear bench too, but if you have any desire to put a child seat in, allocate a little more time than average.SAFETYThe updated HiLux scores four stars from the ANCAP crash testers, which is an acceptable (says ANCAP) level for a light-commercial, although the new Ranger/BT-50 duo score five.The HiLux has anti-lock braking on the front disc/rear drum set-up, with electronic brakeforce distribution and brake assist, stability and traction control, dual front, front-side and curtain airbags. The front height-adjustable seatbelts have pre-tensioners and load limiters but the rear pew has a lap-only belt.DRIVINGThere are plenty of tradies that use these trucks to cart and tow work machinery during the week, then team up with the missus to throw the rugrats in the back and hook up toys to the towbar on the weekend. The HiLux has the CV to complete both duties without any issues. Granted, the four-litre petrol V6 has the thirst of a parched lush compared to some of the other engines on offer from TMC and its opposition, but if you're hooked on PULP then it's a decent donk, but the turbodiesel is a better all-round option for this workhorse.The driver gets tilt-only steering adjustment and not a great range of change in the seat position - the A-pillars are on the portly side and the rear view isn't fantastic, enough to warrant some sensors and a rear camera. The daily grind isn't intolerable, but don't expect pin-sharp steering or a tight turning circle.A secure rear canopy and a large lockbox full of heavy tools might help settle the rear end down, as the leaf springs The standard rubber wrapped around the 17in alloys (Bridgestone Duelers) are jack-of-all-trade tyres but not great on any surface and giving the limited slip diff the flick in light of electronic stability aids is a retrograde step.Despite the average tyre grip and the absence of an LSD and rear diff lock, the HiLux clambers over obstacles and loose surfaces without feeling in danger of failing to proceed. The rear seat base cushion flips up to expose some underfloor storage and if you have young `uns that's where you'll need to fiddle about with child seat anchor points, but it's difficult to fit and access them.Yes, that's not the primary duty of such a machine but more are being used as dual-purpose vehicles - the HiLux can certainly complete all the necessary tricks to qualify as a solid all-rounder but its now under siege from key competitors who can do some things better - for example the Ranger/BT-50 has a higher braked towing capacity and more torque.But many still see the Unbreakable tag and find it tough to go past. It's not hard to see why but the dominance is dwindling.

The best ad for a Toyota Hilux doesn’t show the ute in the gleaming state you’ll see in its marketing campaigns. Instead, this one is battered, burnt and blown-up. It sits in the UK studio for TV show Top Gear, whose hosts tried serial attempts to kill it, including crashing it, hitting it with a wrecking ball,  setting it on fire and leaving it in a building during an explosive demolition.After every assault it could be started again, and this refusal to lie down and die has earned the workhorse a reputation for being indestructible. The toughness is just one of the reasons the HiLux is Australia’s top-selling ute, and some months tops vehicle sales across all classes.Another is the almost daunting number of variants – 35 in the current line-up – which means that there’s a HiLux in just about any combination of fuel, cabin, drive and tray choices you can dream up.The revised HiLux range has carried over its three engines: a 3.0-litre four-cylinder turbodiesel, and two petrol units: a 2.7-litre four-cylinder and 4.0-litre V6. We’re testing the V6 mated to the five-speed automatic, which develops 175kW of power at 5200rpm and 376Nm of torque at a high-ish peak of 3800rpm – the latter up on the manual shifter by a handy 33Nm.Offroading duties are handled by a manually-shifted transfer case offering 2H (high-range two-wheel drive), 4H (high-range four-wheel drive) or – for real rock-crawling -- 4L (low-range four-wheel drive). Like quite a few other utes, it still uses a leaf-spring rear suspension, coupled with a coil-spring double-wishbone for the front, with the upgraded range given revised calibration.With it weighing in at 1840kg, you don’t expect it to be a fuel-sipper. But the 13L/100km combined is fairly respectable – if you can keep it down to that. We were hard-pressed to get it below 18L in a circuit that was half town and half country, while the next few days of city streets shot it up above 20L/100km. That’s going to also increase if you take advantage of the HiLux’s 970kg payload, or its towing capacities: 750kg unbraked and 2500kg braked.Toyota has tweaked the HiLux prices to fend off growing competition – particularly from the Volkswagen Amarok and just-arrived Ford Ranger. But even with that, our test vehicle in SR5 top-spec level still comes in at $53,490, which is a bit of a wallop even for something that is supposedly going to outlive you. Perhaps you can convince the kids it’ll be part of their inheritance.But at that price the workhorse gets some show pony features, like the 6-in touchscreen satnav – with traffic jam and school zone alerts – that incorporates audio, USB jack, Bluetooth phone and voice command. The list includes a leather-wrapped steering wheel with remote controls for phone and audio, automatic headlights, dark-tinted glass and climate-control aircon.So what are the rivals? Not many, if you’re set on having the combination of an auto petrol dual-cab ute with 4WD. And there’s a reason for that: people who mainly want to lugs loads or go offroad will find that diesel – whether auto or manual -- generally does it better. But if your heart’s set on petrol, there’s a Holden Colorado that will leave $14,000 in your pocket. That’s a big saving, but it’s not 4WD, has less power and torque and is just about as thirsty. Plus there’s a new one nearing, likely with a more economical and powerful V6 than the current unit.For around the same price point as the petrol HiLux – but on the diesel side of the bowser island –  the Mitsubishi Triton GLX-R turbo-oiler is $3000 less with solid spec and the Overlander 4WD of the Year trophy on its shelf.  The VW Amarok TDI in Highline spec is $1500 less, with a capable and economical engine, and good driving characteristics, but only with a manual transmission. And Nissan’s Navara ST-X D40 should also get a look in at $250 less, with a good serving of torque for towing but with only five speeds on the auto.And for exactly the same price as the petrol HiLux, there’s the diesel version but with less power and torque at 126kW/343Nm.  But while it’s 33Nm less torque, it comes in at a much handier 1400rpm rather than the petrol’s 3800rpm. But if you’re prepared to shell out $2000 more than on the Hilux, the real challenge could come from the well-specced $55,490 Ford Ranger, with a six-speed sports auto delivering 470Nm of torque.  Or you could shell out $52,710 for the same drivetrain in the Mazda BT-50 GT, with the savings perhaps compensating for its rather polarising looks.And if torque’s the main game for you, there’s the Nissan Navara ST-X 550 D40, with a whopping 550Nm on tap through a seven-speed auto – but also with a whopping $60,990 price tag. Still, it will probably tow your house if you want to take it with you.The upgrade has changed everything forward of the A-pillar, bringing a more modern grille and shaping to the front bumper and headlight clusters. It also adds chromed exterior mirrors, body-coloured fender flares and a restyled polished sports bar – which looks even flasher than the previous one but still eats into usable load space just as much.Interior changes include sports seats for the front passengers and a redesigned dashboard with clean horizontal layout. It all seems fresher and a bit more sophisticated, but still looks like you could fill it to the steering column with mud and then hose it out without it getting too bothered. Even the satnav looks tough and utilitarian. When you start using it, you’ll also find it’s simple and intuitive, which comes as a relief after some of the high-tech puzzles starting to infest interiors.Rear-seat passengers will have no complaints about room, but taller drivers could find it hard to get the right possie with the high-set seat – which means not much distance to the roof for tallies -- and lack of reach-adjustment on the steering wheel.It’s a letdown to see that the middle passenger in the rear seat gets only a lap belt rather than lap-sash. But the other disappointment for a vehicle that begs to be treated roughly is that the crash rating is only four stars. However it has a raft of safety features that includes six airbags – including side and curtain-shield -- and stability control.The HiLux might come up short on the Lux, but it definitely delivers the high side of things. Slip into the driver’s seat and you’re looking down on just about all other traffic, including most SUVs on the street. It’s an immensely satisfying position to be in, and gives instant insight into – and perhaps a few fantasies about – the world of monster truck racing. There’s a feeling you could effortlessly climb up and over any obstacle, including the moron in a BMW X5 who’s just cut you off and then slowed to a weaving crawl while calls his broker.It’s best to avoid the impulse of course, but it’s nice to feel the HiLux 4WD would be happy to give it a shot. Take it off the bitumen, and it shows it’s definitely up for the job. While it mightn’t have the more refined technology of dial-up modes, the manual-shifted low ranges are fine for overgrown fire trails and creek crossings.  And a reasonably jacked-up ground clearance will handle a lot of washout and gully work if you watch the approach and departure angles.But if you’re going to put it through its paces, you’ll ride better if you load it up first. Even on bitumen surfaces, an empty tray means you’ll be bouncing around like a terrier at teatime. It almost needs to come with a 200kg ballast as an optional extra to keep the suspension settled when you don’t have a payload. But loading it up is when you’ll remember you’ve got a petrol engine. While it’s strong enough for most everyday driving, the torque doesn’t come in low enough and strongly enough when you want it to tackle a big job. That’s the day you’ll wish you’d shelled out for the diesel.