Toyota HiLux vs LDV Deliver 7

What's the difference?

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.

For a van that is going to be heavily loaded most of its life, the diesel Deliver 7 offers a strong value proposition with snazzy exterior design and passenger car-like interior tech. 

As a fleet-oriented vehicle, that ANCAP sticker of approval, non-slip flooring and ergonomic seats will please the health and safety officers, too.

It's a shame, then, that LDV couldn't match the reasonable refinement and ride quality offered by the electric eDeliver 7. Where that van feels competitive with rivals, the diesel Deliver 7’s budget bones add up to a bouncy, unrefined and bonging safety aid-filled driving experience.

The diesel Deliver 7 is a decent enough workhorse but it’s hard to recommend saving the money over its more refined competitor set. 

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”.

The van segment has evolved to the point where a box on wheels is no longer enough to grab attention and we can thank the Hyundai Staria for that. 

The Deliver 7 conforms to new norms adopting the exact same fascia as its eDeliver 7 that certainly stands out, though the doily pattern may trigger trypophobics. Sharp LED lighting and classic van proportions finish things off. 

The Deliver 7 rides on 16-inch steel wheels with hubcaps and 215/65R16C GitiVan 600B tyres. An upgrade to alloy wheels is offered, too.

Inside there are pleasant materials in some places, such as the soft synthetic leather door tops perfect for resting your elbow. There is some upmarket chic to the cabin but it’s eye candy only, as the blue faux stitching panel is all hard, scratchy plastic. Still, that’s the hard-wearing vibe of most in this segment.

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.

When it comes to exterior size, the LDV Deliver 7 sits between the smaller Hyundai Staria load SWB and larger Toyota HiAce LWB. It is only available in low-roof guise but the Deliver 7’s generous width is its party trick, measuring 2118mm from flank to flank. 

The Deliver 7’s load area is 2547mm long (or 2913mm in the LWB), 1800mm wide (pinched to 1390mm between the arches) and 1428mm tall for a total of 6.3 cubic metres of load space. There are six heavy-duty tie-down loops to secure cargo. 

Adding to practicality are standard barn doors which are handy in low car parks and make loading pallets — the Deliver 7 will easily fit two Australian or Euro palettes inside — simple.

They can be opened to 90 degrees where they lock, or all the way to 180 degrees. There is no lock when fully extended, though, so they can blow closed on windy days. We’d also appreciate seeing a second sliding side door as an option. 

The Deliver 7’s star factor is payload, in fact it’s clear of all the listed rivals above by a reasonable margin. The Deliver 7’s 2105kg kerb weight and 3400kg GVM mean drivers can carry up to 1290kg of cargo in the back. It is also capable of towing a 2000kg braked, or 750kg unbraked, trailer load. 

Oddly, for its impressive carrying capacity, the Deliver 7 is not equipped with a bulkhead. It is also a strict two-seater without a centre bench for a third occupant. 

The trade off here is that the Deliver 7 has supportive car-like bucket seats with adjustable arm rests. The upholstery is cloth that feels hard wearing and the seats slide forwards and backwards, have height and tilt adjust along with manual lumbar to keep you fresh after a few hours behind the small diameter leather-appointed steering wheel.

Moving to a stalk-style shifter frees up the Deliver 7’s centre console for added incidental storage, with handy spots for tape measures, keys, invoices and four cupholders easily accessible.

Hidden storage is a little limited, with a small-ish glove box and ashtray the extent of the cubbies. 

And while the Deliver 7’s technology suite looks good on the surface, it is not particularly responsive and many heavy-use functions are restricted to the screen.

For example, the headlight controls are on the main menu and they do not automatically switch off when you turn the Deliver 7 off using its push-button start system unless they’re in auto mode and, instead of just turning a stalk to silence beeping, you have to reboot the car. 

The eating and ventilation controls are a mix of digital and physical though the row of switches is an awfully long way from the driver’s seat. The scroll wheels to adjust fan speed and temperature have very fine stops making it difficult to be accurate on the move. 

The touchscreen’s menus are otherwise straightforward enough, though it is a shame Apple CarPlay and Android Auto phone mirroring has to run through a cable attached to only one of the three USB-A and USB-C charge ports scattered about the interior.

The LDV Deliver 7 is essentially a rebadged version of SAIC Motor's Maxus V70 sold in China and arrives in Australia as a simple proposition. Short or long wheelbase is your only choice, with a single sliding door and rear barn doors as standard.

The range simplicity makes LDV importer Ateco’s life easier, meaning the price is sharp. The Deliver 7 short wheelbase we have on test is normally $44,726, drive-away, but if you hold an ABN (as almost every van buyer does) it’s yours for $42,490 on the road. 

Admittedly, the gap between LDV’s offering and established names has closed since the G10, however, it’s still about $10,000 cheaper than rivals once you factor in on-road costs.

For reference, the Toyota HiAce LWB is $51,636, the Hyundai Staria Load Twin Swing $50,640 and Ford Transit Custom SWB Trend starts at $56,590, with all those prices before on-road costs. 

And there’s good reason the Deliver 7 has come upmarket; plenty of whizz-bang technology inside. A generous 12.3-inch central multimedia touchscreen, decent sound system, sizeable digital information screen, LED head and tail-lights, electronic park brake, keyless entry with proximity key and rain-sensing wipers should give the LDV a leg up in the showroom. 

Health and safety officer-pleasing features such as a bright LED light in the load bay and rubber flooring (which is less grippy than its ‘non-slip’ name would have you believe), high definition reversing camera and parking sensors at both ends also come standard.

For an extra $1500, you can upgrade to 16-inch alloy wheels and pick up a 360-degree camera. Dual sliding doors are part of that pack, too. 

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.

There is nothing special about the Deliver 7's carryover 2.0-litre turbo-diesel four-cylinder that produces peak power and torque of 123kW and 390Nm.

The Deliver 7's engine iscompliant with Euro 5 standards and emits 203 grams of CO2 per kilometre. It is equipped with a diesel particulate filter (DPF), though no AdBlue tank. 

It is noisy and vibey in this application but provides adequate motivation unladen and loaded, feeling especially punchy between 2200-3000rpm. 

The LDV Deliver 7 is front-wheel drive and uses a nine-speed ZF-sourced torque converter automatic that shifts smoothly. There are three drive modes: 'Eco', 'Normal' and 'Power'. 

Annoyingly, the Deliver 7’s transmission is calibrated to shift into the highest gear as soon as possible, sometimes leaving you without enough grunt to accelerate without kicking down.

It is also slow to downshift under braking, meaning you need to lean on the brakes harder when carrying a heavy load. There are tactile shift paddles behind the wheel to encourage a downshift if you need, though.

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 combined (urban/extra-urban) ADR fuel cycle efficiency for the LDV Deliver 7 is a respectable 7.7L/100km. Our 200km loop including rural, urban and motorway driving saw it return 8.5L/100km at an average speed of 45km/h.

In urban and suburban driving, we saw 10L/100km aided by the engine start-stop system. 

There is a large 80-litre fuel tank that would see driving ranges in excess of 1000km in favourable conditions, with 800km still likely on urban delivery runs.

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.

The Deliver 7 is effectively the same configuration as its electric sibling, using struts with coil springs up front and a leaf-sprung beam axle at the back. Standard stuff for a heavy duty van. 

The front and rear disc brakes have a nice solid pedal feel with well calibrated ABS and the Deliver 7 is generally safe and fairly secure on the road-holding front. 

Unfortunately, the suspension set-up of LDV’s diesel van is significantly worse than the rather refined electric model. Unladen, the Deliver 7’s ride quality is atrocious, bordering on unacceptable. 

Over speed bumps, the rear end bucks and shimmies as the van’s dampers fail to control the heavy duty leaf springs. There were several instances when the Deliver 7 was so uncontrolled my backside lost contact with the seat cushion.

As Deliver 7s are likely to spend most of their life loaded up, we headed to BC Sands in Taren Point which happily put 600kg worth of builders sand in the back. The rear ride height dropped 20mm with the load onboard.

With the weight onboard the Deliver 7’s ride settled on rippled tarmac and the bouncing was less abrupt coming off speed humps.

However, the 3.3-turn lock-to-lock steering became light and ponderous and the ride still lacks finesse. A previous-gen Toyota HiAce rides better. 

Visibility is another Deliver 7 struggle. A solid-walled van will always be compromised but with the seat in a comfortable position for me, at 188cm, my head was in line with the B-pillar.

The big mirrors couldn’t be adjusted far enough out for my driving position, either, leaving plenty of blind-spot (lucky there’s a safety system for that!). The A-pillars are thick and pushed forward, impacting visibility at junctions and roundabouts.

The LDV Deliver 7 achieved a gold star rating in ANCAP’s light duty van testing in 2024 thanks to six airbags and a long list of driver assist features. 

Due to the poor outward visibility, you need the assistance which includes auto emergency braking (AEB), driver attention monitoring, lane-keep assist, blind-spot monitoring, rear cross-traffic alert, speed sign assist and tyre pressure monitoring. 

Aside from the very helpful blind-spot monitoring, the Deliver 7’s other features feel more like a box-ticking exercise than genuinely helpful aids. You can turn the ones you don’t like off in about four taps on the central touchscreen. 

I encountered two instances of false positive AEB intervention; regular misinformation and beeping from the speed sign detection; constant tugging from the emergency lane-keep assist even in its most forgiving setting and, at one point, the driver attention monitoring scalded me for smoking a (non-existent) cigarette.

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.

The LDV Deliver 7 is backed by a competitive seven-year/200,000km warranty, however LDV does not publish fixed-price servicing.

After purchase, the Deliver 7 needs maintenance after six months or 5000km at a cost of $344, with subsequent intervals yearly or at 20,000km, whichever comes first. 

Australian importer Ateco was able to give us a guide for three years of servicing at $2644 though this will vary depending on labour rates, rate of consumable use and other factors depending on the dealer. 

Toyota caps HiAce servicing at $1740 for the same period and gives a clearer indication of pricing beyond the three-year mark, which may help you budget into the future.