Toyota has introduced an electric version of the HiLux, yet this model avoids the typical needs of trades workers or family explorers.

The brand developed its initial battery-driven HiLux specifically for mining operations, commercial entities and public sector fleets seeking durable vehicles while cutting emissions or projecting an eco-conscious image.

Initial orders reflect this focus, with roughly 300 units reserved since the May launch, primarily by large mining, energy and infrastructure groups such as BHP, Newcastle Coal, Acciona and Essential Energy.

Private buyers account for under 10 units, representing less than three percent of total uptake.

Toyota projects around 500 sales for the year, a small fraction of overall HiLux volume.

This focused approach stands out amid rising plug-in hybrid ute interest in Australia. The company will delay any HiLux PHEV until the tech satisfies its payload and towing benchmarks, so interested buyers face this option alone for now.

Given these factors, the question arises whether the HiLux BEV upholds the model's reputation or if electrification has undermined too many core strengths.

How much does the Toyota HiLux BEV cost?

The three BEV models sit at the top of the HiLux price range, where diesel options reach a maximum of $71,990 before on-road costs in Rogue or Rugged X specification.

Model	Price before on-road costs
2026 Toyota HiLux BEV SR dual-cab/chassis	$74,990
2026 Toyota HiLux BEV SR dual-cab pickup	$76,490
2026 Toyota HiLux BEV SR5 dual-cab pickup	$82,990

Few other electric utes exist currently, limited to the KGM Musso EV starting from $60,000 drive-away and the LDV eT60 at $92,990 plus on-road costs.

More options will arrive soon, including the MG U9 EV within the next year along with possible Isuzu D-Max EV and LDV eTerron 9 arrivals.

What is the Toyota HiLux BEV like on the inside?

The cabin matches the diesel HiLux almost exactly.

Key differences include a compact EV selector on the console and specialized EV data in the digital cluster.

Everything else follows standard HiLux design, delivering a robust yet basic feel across all trims.

Hard plastics dominate the space, prioritizing durability over premium appeal, though assembly quality remains solid throughout.

The SR5 adds softer door panels, armrests and carpet, yet still falls short of luxury expectations for its price point compared to alternatives like the Kia Tasman.

Fleet users may overlook material quality, but private buyers could notice the gap in perceived value.

Front seats earn praise, especially in SR5 form with leatherette covers, heating, full electric adjustment and a heated wheel. Base SR seats offer similar comfort and space.

Steering wheel adjustments cover tilt and reach adequately for most drivers.

Controls prove intuitive, with climate functions centrally located and steering wheel buttons clearly marked for cruise, audio and calls.

Column stalks handle lights and wipers conventionally.

A large, clear display shows battery data and customizable readouts.

Toyota excels here with tech integration that surpasses rivals like the Mazda BT-50, Isuzu D-Max and Mitsubishi Triton.

The central screen appears crisp, reacts quickly and sits high for easy viewing.

The system stays simple with shortcut buttons and includes wireless Apple CarPlay plus Android Auto.

USB-C outlets appear in both rows, joined by a 12V socket and 220V/1500W outlet for worksite use.

Toyota Connected Services enable remote access and EV monitoring via the myToyota Connect app.

Storage options impress with multiple holders, a concealed glovebox area, deep center bin and overhead sunglasses compartment.

Rear space proves tighter for taller passengers due to headroom limits, though legroom works for most.

Competitors like the GWM Cannon Alpha, MG U9 and Kia Tasman provide more rear passenger room and features.

The tub includes a damped tailgate and tie-downs but lacks extras.

Payload reaches only 725kg on pickup models, trailing the Musso EV and Ford Ranger Hybrid.

A full-size spare comes standard, unlike some rivals.

Dimensions	Toyota HiLux BEV pickup
Length	5320mm
Width	1855mm
Height	1845mm
Wheelbase	3085mm
Tub volume	1000L (approx.)

What's under the bonnet?

A dual-motor all-wheel drive setup pairs an 82kW/206Nm front motor with a 129kW/269Nm rear unit for combined outputs of 144kW and 468Nm.

Specifications	Toyota HiLux BEV pickup
Drivetrain	Dual-motor electric
Battery	59.2kWh lithium-ion
Power	144kW
Torque	468Nm
Drive type	Electronically controlled all-wheel drive
Energy consumption (claimed)	20.2kWh/100km
Energy consumption (as tested)	23.2kWh/100km
Claimed range	245km - WLTP
Max AC charge rate	10kW
Max DC charge rate	150kW
Weight	2420-2455kg
Payload	715-725kg
Braked towing capacity	2000kg
Gross vehicle mass (GVM)	3145-3170kg
Gross combination mass (GCM)	4670kg

Diesel HiLux models deliver 150kW and 420-500Nm depending on gearbox choice.

The 59.2kWh battery supports up to 150kW DC fast charging for a 10-80 percent top-up in around 30 minutes, plus 10kW AC charging for a full 10-100 percent session in about 6.5 hours.

Pickup range stands at 245km, with cab-chassis versions under 200km.

Towing capacity of 2000kg lags behind the diesel HiLux and upcoming rivals like the MG U9 EV and LDV eTerron 9.

How does the Toyota HiLux BEV drive?

A start button activates the vehicle silently without engine noise.

The lack of diesel clatter feels unusual at first but soon highlights electric advantages.

Quiet operation improves comfort in traffic, benefiting fleet users in urban or depot settings.

Instant torque delivery provides smooth, responsive acceleration that outperforms diesel models when unloaded.

Performance fades near highway speeds, though 0-100km/h times remain competitive without loads.

Reduced towing and payload limits restrict heavy-duty use compared to diesel versions.

The 245km range shrinks further with cargo or trailers, requiring dependable charging access.

Lower noise and vibration suit lighter duties well.

Regenerative braking offers mild assistance in D mode and stronger effect in B, though single-pedal driving remains unavailable.

The brake pedal feels firm and predictable.

Handling stays straightforward thanks to all-wheel drive grip and compact dimensions versus larger rivals.

Cameras aid maneuvering in confined spaces like worksites.

Ride quality suffers unladen, with jiggling over bumps and some bouncing on undulations.

Loaded conditions improve comfort, but the setup trails the Ranger Hybrid in refinement.

Off-road ability holds up reasonably with full-time all-wheel drive, six modes and downhill assist, minus low-range gearing.

Ground clearance drops slightly to 218mm, demanding care on obstacles, while wading depth matches the diesel.