Toyota HiLux vs Subaru Outback

What's the difference?

It might be a new generation HiLux but we get the (oh what a) feeling that Toyota has adopted a that-will-do approach with this one, based on its cautious view of the ute market.

Although it’s still a competent load-hauler that will no doubt continue to attract Toyota loyalists, even a major facelift and tech upgrades can’t hide its decade-old origins.

Over 30 years and seven generations of Outback in Australia, the latest might just be the best.

It's great to drive, even better to sit in, very easy to live and willing to go further than most equivalent large SUVs at its price point.

The styling is definitely divisive, with purists unhappy that the long, crossover wagon silhouette is now gone, but what we have instead is a family-friendly vehicle that pleases on so many fronts.

We’d go as far as saying the latest Outback might be the most-rounded Subaru currently available, and great value to boot. And the base AWD is all the SUV most people will ever need.

That’s not bad for something this square!

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

Toyota states this was the first time in HiLux history that a new exterior design was spearheaded by the company's Australian design team, with its confronting appearance claimed to be inspired by the stance held by Japanese sumo wrestlers at the start of a fight. Really?

Regardless of its inspiration, there’s no denying the imposing new-look front with its high slimline headlights, gaping body-coloured grille and trapezoidal side air intakes polarised opinion among passers-by we spoke to during our week of testing.

The cabin and doors are carried over from the previous generation but the rear styling has also been refreshed, with a more hard-edged appearance that incorporates concave rear side-steps for load tub access plus ‘TOYOTA’ lettering stamped into the tailgate like the good old days.

The squared-off styling theme inspired the HiLux’s interior design featuring new dash and centre console layouts, plus tasteful blending of soft-touch and hard-wearing surfaces to create a visually appealing cabin environment.

Historically, Subarus have majored on quirky. Kooky even.

Think buggy ‘60s 360, offbeat ‘70s 1400, spacey ‘80s Vortex, futuristic ‘90s SVX, Alfa-esque ‘00s pre-facelift Tribeca, dorky ‘10s Exiga. We’d go as far as saying that, in over 50 years, only a handful of Subarus have looked normal. And they’ve all been boring. The beautiful ones, like the original Impreza and ’03 Liberty, remain stunning.

But quirkifying such an important family car in such a mainstream segment… that's risky. And we’re here for Subaru’s boldness. We just wish the details weren’t so heavy handed.

Longer, larger and wider than any prior version, the 2026 Outback shares its stretched platform architecture fundamentals with the latest Forester. That’s a sound basis. Just Xeroxed up by about 15 per cent. Boxy shape. Deep glass. Wide doors. Form over function. This is designed to make life easier.

What you make of the Wilderness’ visual features, including the dramatic grille mask, SUBARU wording, painted trim surrounds and cladding-on-cladding (behold the Kia Tasman-like squared-off wheel arches if you dare) is down to personal taste. Eyes be damned! But it is so far-removed from the elegant grace of the previous model that some might argue a name change would at least have silenced the critics.

On the other hand, besides fugly being in Subaru’s DNA, a large, lofty SUV is probably truer to the term ‘outback’ than on any elegant and gracefully-silhouetted crossover wagon.

Meanwhile, the polar opposite is true inside. It’s as if the interior designers strove for class and calm, with none of the exterior styling’s visual noise, or shouting in the Wilderness’ case. And there is the luxury of space, vision and scope, further enhancing the Outback’s usefulness. That you can’t see the body, just the beautiful cabin’s detailing, elevates this Subaru. Unlike in the previous model, which was a bit of an aesthetic and functional mess inside.

With its 2125kg kerb weight and 3090kg GVM, our test vehicle has a useful 965kg payload rating.

It’s also rated to tow up to 3500kg of braked trailer but with its 6300kg GCM (or how much it can legally carry and tow at the same time) the payload would need to be reduced by 290kg to tow the maximum trailer weight without exceeding the GCM.

Even so, that still leaves a practical 675kg of payload capacity, so these are useful numbers for any number of working roles given that few owners (if any) would need to tow 3500kg with a HiLux.

The load tub is 1570mm long, 1645mm wide and 495mm deep, offering an enclosed load volume of more than 1.2 cubic metres. However, with 1105mm of load floor between the rear wheel housings, it can’t carry a standard Aussie pallet but can fit a Euro.

The SR does not come standard with a spray-in or slide-in tub liner so its painted surfaces are vulnerable to load damage. There’s a sturdy front bulkhead that provides rear window protection and is fitted with pivoting load retainers on the top rail for securing long lengths of timber, conduit, PVC pipe, etc.

The load tub is also equipped with four load anchorage points mounted at mid-height (not ideal for low loads) and hydraulic struts provide lowering/raising assistance for the tailgate. Externally there are also new concave rear steps on each side to provide easier access to the load tub.

There’s ample cabin space for the driver and front passenger, and storage that includes a bottle holder and bin in each door, along with two cupholders, upper and lower gloveboxes in the new dash and an overhead glasses holder.

The front of the new centre console includes a wireless phone charging pad and two USB-C ports, plus a single cupholder in the middle (why not two?) and a lidded box at the rear which also contains a 12V socket and AC220V inverter socket that’s compatible with devices or appliances that use a domestic three-pin plug.

Rear seating for tall people (I’m 186cm) is still as restrictive as it’s always been, with 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.

It’s worse in the slightly higher centre position, with my head pressed firmly into the roof lining, knees squeezed together between the front seat backrests and feet either side of the transmission tunnel. So, for any trip longer than the local shops, the HiLux rear bench is strictly a two-seater.

Even so, there’s a bottle-holder and bin in each rear door plus pockets on both front seat backrests and two USB-C ports and a storage slot on the rear of the centre console. The centre seat backrest also folds forward to provide an armrest with two cupholders.

Only the narrower driver’s side of the 60/40-split rear seat base cushion can swing up and be stored vertically as the passenger side is now fixed, given the V-Active’s 48V battery resides beneath it.

Like all Subarus, Outback boasts an interior of very high-quality craftsmanship, being built beautifully, without rattles or noises or jarring trim.

The difference here is just how pleasingly practical and easy yet attractive this environment is, from the moment that wide-opening door opens and shuts with reassuring solidity.

The horizontal dash layout departs from the Tesla-aping portrait screen domination of the previous generation, banishing the confusing and annoying virtual controls for real, live buttons.

But is it original? The layered presentation is attractive and distinctively Toyota… err Subaru. Yes, it is very much like the bZ4X-based Solterra EV’s look inside.

That’s no bad thing from an ergonomic point of view. The driving position is flawless, the seat/wheel/controls relationship considered and the placement of the climate controls, audio system, armrest and storage just right. We’re also happy to see the instrumentation display incorporate various visual choices, including digital analogue-style dials.

A particular callout goes to the slick and speedy tactility of the brand’s latest touchscreen, as well as the (again suspiciously Toyota-like) interface and graphics layout. It’s all good.

But wait, there’s more. The Outback’s front seats are claimed to be particularly supportive, and after hours in them on and off road, they seem to exceed Subaru’s claims.

If you’re expecting regular mid-sized SUV levels of interior space, be prepared to be impressed, because the Outback’s extra sizing outside seems to be multiplied inside. There’s ample room for long legs, big hats, broad shoulders and buxom hips. It all works so well. This is probably one of the best modern SUV interiors, period. Nothing seems to have been overlooked.

The rear seat is presented to please, too. It can seem a bit drab in the lower-line models, but the same virtues of effortless entry/egress, seat comfort, convenience (including air vents, USB ports, cupholders and armrest placement) apply. We noted the lack of road/tyre noise intrusion at speed, too.

Behind the very sixties Jeep Wagoneer-looking rear is a vast luggage area, complete with a low floor, remote rear-seat folding handles, 12V outlet and quality trim. And that space-saver spare lives underneath.

Subaru seems to have designed this car from the inside out and it shows. A rare 10/10 from us.

Bad news first. Model-for-model, each Outback grade is now up around 10 per cent compared to the preceding, more petite and prettier version.

This means the cheapest of the five grades available, known simply as AWD (for all-wheel drive – this seems almost redundant for a non-BRZ Subaru), now kicks off from $48,990. All prices here are before on-road costs.

This includes a proper off-road mode, climate control, synthetic leather trim, a 12.1-inch multimedia touchscreen, 12.3-inch electronic driver display, wireless Apple CarPlay and Android Auto, a powered tailgate, heated front seats with powered driver’s side, chunky roof rails, 18-inch alloy wheels (with a space-saver spare – thank you, Subaru), nine airbags and comprehensive Advanced Driver Assist Systems (ADAS). Check out the safety section further down for more details.

Notes for the facelift, Subaru: Why can’t the base grade come with cloth, rather than clammy vinyl seats?

Next is the AWD Premium. From $53,490, that’s a reasonable ask given its 360-degree-view monitor, sunroof, heated steering wheel, powered front passenger seat and 12-speaker Harman Kardon audio upgrade.

The $56,990 AWD Touring includes Nappa leather, ventilated front seats, heated outboard rear seats, a wireless charger, active lane change, auto-fold mirrors with self-dipping in reverse (c’mon, this should be standard) and glossier alloys.

From here, we’re in new Wilderness territory. Two grades, AWD Wilderness from $59,690, adding more cladding upon cladding, a turbo engine, electronic dampers, 20mm extra ride height, broader 'X-Mode' off-road functionality, a wireless charger, claimed water-repellent seat trim, different fog lights, black-finish alloys and more.

But, strangely, you lose the sunroof, sat-nav, 360-degree view monitor and premium audio. Subaru demand another $3.0K to restore these in the flagship AWD Wilderness Apex from $62,690.

Still no cloth option, though. We’d like a new base AWD grade with the Wilderness mechanical gear and stance but not the extraneous cladding and visuals, and with coarse fabric upholstery, manual option and steel wheels. Maybe call it Leonie for fun.

Anyway, does new Outback represent value for money? One of its main rivals in the sparsely-populated five-seater large SUV class (most have three rows) is the Mazda CX-60. The AWD slots nicely between the slightly cheaper but very basic four-cylinder RWD Pure yet undercuts the much-sweeter six-cylinder AWD version, so we’d answer that with a yes.

Furthermore, when you tally up all that extra stuff, size and space, today’s out-stretched Outback offers comfortably more over the old model than that modest 10 per cent price hike suggests. That’s a win for buyers.

The ubiquitous 1GD-FTV 2.8-litre four-cylinder turbo-diesel with V-Active 48V mild-hybrid assistance produces the same 150kW and 500Nm as it does without V-Active, driving through a six-speed torque-converter automatic that offers the choice of sequential manual shifting and three drive modes.

V-Active is claimed to improve fuel efficiency, acceleration and smoothness, along with enhanced off-road prowess, as it can send up to an additional 8.4kW of power and 65Nm of torque through its motor-generator to assist the engine.

The part-time, dual-range 4x4 system includes a switchable rear diff-lock and a choice of numerous multi-terrain driving modes to enhance off-road ability.

Don’t worry, Subaru traditionalists. The Outback again offers a pair of horizontally-opposed 'boxer' four-cylinder engines.

The regular Outback versions are powered by a 2.5-litre twin-cam petrol unit making 137kW of power at 5800rpm and 254Nm of torque at 3700rpm.

Choosing the Wilderness switches things up to a 2.4-litre turbo version delivering 194kW at 5600rpm and 382Nm between 2000rpm and 3600rpm.

Both use a continuously variable transmission (CVT) with eight artificial ‘steps’ for a more torque-converter-like experience. Sadly, no manual gearbox is available.

Toyota claims combined average consumption of 7.2L/100km which is aligned with rivals like the Ford Ranger XLS 2.0L (7.2L/100km) and Isuzu D-Max X-Rider 2.2L (7.1L/100km).

The HiLux’s dash display showed 9.5L/100km at the completion of our 457km test, which included the usual mix of suburban, city and highway driving of which about one quarter was hauling a near-maximum payload.

Our own figure calculated from fuel bowser and tripmeter readings was slightly higher again at a neat 10L/100km. That’s just within the usual 2.0-3.0L/100km discrepancy between lab-based official and real-world consumption but thirstier than figures we’ve achieved in some rival 4x4 dual cabs like the JAC T9 with 8.3L/100km and Nissan Navara SL with 8.4L/100km.

So, based on our test consumption, you could expect a realistic driving range of around 800km from its 80-litre tank.

Where the Outback regresses compared to its predecessor is efficiency.

Despite a modest 50kg weight rise, the substantially boxier shape is probably behind the jump in petrol consumption, rising nearly one litre per 100km compared to before in the Outback, and nearly 2.5L/100km, in the heavier Wilderness.

The combined average consumption figure for the 2.5-litre naturally aspirated engine is 8.1L/100km, for a carbon dioxide emissions rating of 183 grams per kilometre, while the 2.4-litre turbo manages 9.7L/100km and 228g/km.

Filling the 63L tank, expect an average range of about 777km in the former and just 648km in the latter. Surely, the coming hybrid version can’t arrive soon enough for some buyers.

At least both engines can drink from the standard 91 RON petrol bowser.

So much for the theory. Out in the real world, over a solid day's testing on- and off-road, we found there was a difference of about 1.5L/100km between the regular Outback and the Wilderness.

Big handles on the windscreen pillars assist climbing aboard the new interior where (in stark contrast to the rear seat) even tall drivers can find a comfortable position, with ample seat and steering wheel adjustments plus a large left footrest.

The new wheel design feels nice in your hands and Toyota’s switch to electric power steering provides good feel and more noticeable changes in steering weight compared to the previous hydraulic system, being light at parking speeds but increasingly firm as speeds increase like variable-ratio steering should.

The job-focused WorkMate and SR grades have a heavy-duty suspension tune not shared with other HiLux models, which is primarily designed for carrying and/or towing heavy loads. However, that comes with an unwelcome trade-off in unladen ride quality that is notably harsh and jiggly, particular on bumpy roads.

The diesel engine is relatively quiet with good refinement and all-round response, even though we can’t detect any noticeable gain in acceleration, braking or smoothness from the 48V hybrid system compared to the standard engine.

That’s not to say V-Active is not delivering up to 8.4kW of power and 65Nm of torque, as Toyota claims. It’s just that these gains are modest and delivered so seamlessly that they are undetectable in real-world driving.

By contrast, there is a noticeable spike in engine response using the ‘Sport’ drive mode. it’s also a low-stressed and quiet highway cruiser requiring only 2000rpm to maintain 110km/h without the need for raised voices.

To test its GVM rating we forklifted 650kg into the load tub which combined with our crew of two equalled a total payload of 830kg that was about 130kg under its legal limit. The stout rear leaf springs compressed about 50mm, leaving ample bump-stop clearance that ensured there was no bottoming-out on our test route.

The HiLux always shines when it’s heavily loaded, as it maintains a sure-footed stance on sealed or unsealed roads, and the ride quality noticeably improves given the large increase in sprung weight that its heavy-duty suspension is primarily designed to support.

The drivetrain also made light work of this payload, particularly on our 13 per cent gradient, 2.0km set climb at 60km/h where the six-speed auto promptly self-shifted down to fourth gear and 2300rpm (within its peak torque band) to easily haul this load to the summit.

Engine-braking on the way down, in a manually selected second gear, was not as robust but adequate given the large payload it was trying to restrain and well within the capabilities of the brake pedal to maintain the 60km/h speed limit. Overall, it’s still a competent load-hauler.

Confession time. The way the previous Outback drove was profoundly disappointing. The steering felt numb, the ride was too stiff and the car seemed wilfully dull, even in the turbo version.

The contemporary Forester ran rings around it for driving pleasure and refinement.

But Outback number seven is completely different and maybe the best-driving non-WRX Subaru right now.

From the moment you climb on board this vast SUV from Japan, everything feels right – from the driving position and relationship with the controls, to the sumptuously comfy seats and commanding vision all around the vehicle. That’s a promising start.

Push the ignition and press the accelerator down, and the regular Outback 2.5 quietly, gently and smoothly moves off the line. With modest power outputs and a CVT, you might expect it to also sound revvy and droney, but instead the acceleration is strong and throttle responses determined.

We drove this for hundreds of kilometres and never found the performance lacking, even with three adults and their luggage on board, over hilly and even mountainous terrain. Yes, it is possible to have the CVT whining at higher revs, but not within normal driving scenarios. And the quietness and lack of road noise is terrific.

Moving to the Wilderness and its 2.4-litre turbo powertrain, the same applies, except of course mid-range response is significantly faster and with a slicker, more refined delivery. Press and squirt, this is deceptively quick, because the car does a great job in masking the noises and vibrations that working an SUV hard often elicit.

We only wish there was a manual option. With steel wheels, cloth seats and without the Wilderness' add-on gargoyles.

Now, it also seems that Subaru listened and learned from previous criticisms like ours, because the Outback’s newly-redesigned steering is a delight, with a natural, fluent sweetness and ease that’s combined with a pleasing connection with the driver.

The result is balanced, controlled and enjoyable handling, backed up by reassuringly stable road holding. We drove through a sudden, heavy thunderstorm near Bathurst on the first, hot summer afternoon’s test session, and found the Outback to feel impervious through such slippery conditions.

And this all largely applies to the Wilderness as well, though its 20mm-higher ground clearance (to 240mm) makes it feel a little less composed than the glued-down regular model. Both feature a stiffened body and multi-link rear suspension, by the way.

More progress has been made in the Subaru’s ride quality. Gone is the hard suspension feel, for a far-less firm set-up, providing a comfortable and queasy-free ride. Even in the loftier Wilderness. This is the model’s greatest advance over its predecessor and we’re extremely happy with the outcome.

Finally, other than the at-times over-eager driver-attention monitor, the ADAS tech provides subtle, nuanced back-up, with quiet lane-keep intervention, a measured adaptive cruise-control functionality and no jarring buzzes and warnings.

We also enjoyed a session taking both grades off road, to show off their 4WD prowess. The clearances are ample, the hill-descent tech effective and the ability to scramble over wet rocks impressive. The Wilderness especially may even live up to its name!

This is a difficult SUV to fault. The Outback’s breadth of capability on and off the beaten track give it an unusually wide bandwidth for what is a monocoque bodied family convenience. That there is so much sophistication and fun to be had as well make this so much better to drive and live with than the disappointing old version.

We can’t wait to get to know the latest Subaru better on more familiar roads.

There is no ANCAP crash-test rating at the time of publishing, but anything less than the full five stars will come as a scandalous shock from Subaru.

The Outback’s aforementioned ADAS tech runs to AEB front and rear, rear cross-traffic alert, blind-spot monitoring, emergency lane-keep assist, lane-departure warning/prevention, a pre-collision braking system, adaptive cruise control with full stop/go functionality across all grades. Also present are traffic-sign recognition and new acceleration override tech to help prevent collision. Nine airbags are fitted, while a front-centre airbag is new to the series.

No AEB performance parameter information has been released as yet for Australian models.

Finally, there are two outboard rear-seat ISOFIX child restraint points and two top tethers available.

Toyota has a five-year/unlimited kilometre warranty (which is short compared to Mitsubishi’s dealer-serviced 10 years/200,000km offer) that is extendable to seven years with exclusive Toyota dealership servicing.

The 48V hybrid battery has a separate five-year warranty which can also be extended for up to five years (so 10 years in total) subject to annual battery health checks.

Scheduled servicing is Toyota’s usual six months/10,000km whichever occurs first, with capped pricing of $395 for each of the first ten scheduled services up to five years/100,000km. That totals $3950, which is significantly higher than rivals like the Ranger XLS ($1995) or D-Max X-Rider ($2245) for the same five-year period.

Toyota currently has 275 dealers across its vast Australian network located in metro, rural and regional areas. Toyota dealerships are also service centres.

Subaru offers a five-year/unlimited kilometre warranty, and that also comes with 12 months of roadside assistance.

Now, that's pretty average nowadays, so nothing special, particularly when other SUV companies like Mitsubishi, Nissan and MG offer conditional 10-year warranties.

Service intervals are at 12 months or 15,000km for both engines. There is a capped-price servicing offer covering this timeframe. They are currently listed at approximately $350, $530, $405, $705 and $370 for an average of $472 per workshop visit.

There are 128 dealers or authorised Subaru service centres across Australia as of January 1, 2026.