Words: Andrew Sluys
Published 27 May 2026
Five years ago, New Zealand’s then-Prime Minister Jacinda Ardern was famously criticized by Toyota for claiming an electric version of the Hilux was set to land in “next 12 to 24 months”. It turns out Ardern wasn’t wrong about the electric Hilux coming to New Zealand, but her timeline was a little optimistic.
While Toyota is a brand known for its dominance in the hybrid space, this Hilux BEV is only the second pure electric vehicle it has launched in New Zealand. The BZ4X was the first, and now Toyota has used what it learnt from the electric SUV to create a Hilux that doesn’t require a drop of fuel to run.
A Half Century of Hilux
The launch of the ninth-generation Hilux (and the BEV) coincides with the 50th anniversary of the Hilux in New Zealand. Toyota hosted the event at its Palmerston North headquarters, where the entire range of diesel hybrid and BEV variants were available to drive.
For 2026, Toyota New Zealand claims to have “simplified” the range, but even still, the line-up consists of five grades, all available in a plethora of specifications.
There’s the SR, the SR5, the SR5 Limited, and the range-topping Adventure models. The usual range of 2WD, 4WD, manual, auto, cab chassis, single cab, double cab, and wellside options are all still there.
As for engine options, the range starts with the 2.8-litre turbo diesel engine which makes 150kW and between 420 and 500Nm (depending on the driveline). All grades also have the option of a 48-volt mild hybrid version of this engine.
At the other end of the spectrum is the new Hilux BEV, which shares nothing with the diesel-powered Hilux on the powertrain front. This BEV gets an electric motor on each axle, creating an all-wheel drive system. It is powered by a 59kWh battery, which is mounted in the floor of the ute. This battery provides a driving range of up to 315km for wellside models, and 245km for the cab chassis variants. It’s worth noting both these range figures are according to NEDC testing, meaning the real-world range would likely be even lower.
Obviously this range figure is the elephant in the room for the Hilux BEV, and you’d probably be lucky to achieve 300km in perfect real-world conditions.
When speaking with Toyota New Zealand staff at the launch, I enquired about why a bigger battery wasn’t fitted to the Hilux BEV, and the answer is simple. It’s a Hilux first, and an EV second, so all the electrical driveline equipment had to be made to fit around the existing platform. This is obviously extremely limiting when it comes to battery packaging, as Toyota wanted to retain the Hilux’s impressive off-roading abilities without compromising on battery safety.
According to Toyota, larger batteries were looked into, but cracks in the casing during stress tests left them back in the parts bin. The result is a modestly sized 59kWh battery that has slotted between the chassis rails, sitting high enough to retain the same ground clearance as the diesel models.
A Bold New Face
So while the big news about this new Hilux is the inclusion of an electric version, the other big change is far easier to spot. Dubbed ‘Cyber Sumo’, this new look sharpens the overall aesthetic of the Hilux, and modernises it for the electric age.
The angular headlights bring a sense of attitude to the ute’s front fascia, and the grille looks to be positioned higher than previous models. The new look is also complemented well by the array of bumper and bull bar options on display at the launch, all offered as factory accessories.
As one of the biggest aesthetic updates the Hilux has experienced in a while, I’d go as far as to say this ‘Cyber Sumo’ look was centred around the new energy models. Obviously it suits the BEV version perfectly with its shut-off grille between the headlights, and it would make sense to see the hydrogen-powered Hilux FCEV adopt the same fascia. I can imagine the executives at Toyota wanting a clear distinction between the old diesel-powered models, and these new-age Hiluxes, hence the makeover.
A Winning Combination
To kick off the launch of this new Hilux, we arrived at a station just outside of Palmerston North. Toyota New Zealand is well aware most of their Hilux customer base are rural, so it was a fitting setting to get acquainted with the ninth-generation ute.
The off-road course across the farmland included climbs, descents, and a few water crossings, all things well within any Hilux’s wheelhouse. Because of this, I had no doubts the diesel SR5 we were driving could handle it all. Though this diesel variant has undergone a few changes, such as new suspension componentry and strengthening of the chassis, you’d have to be a real Hilux fan to spot them. The new electric power steering system is easily the most noticeable change in real-world driving, though there’s a bit less weight behind it, it’s a bit quicker and more compliant than previous models. My overall diesel impressions were that it rode well, and did everything we asked of it without much fanfare, it was the BEV that I was really interested in experiencing.
We soon arrived back at the farmhouse, and after snapping a couple of pics of the new models with a first-generation survivor, it was time to hit the track in a Hilux BEV. Straight away, despite sharing almost everything with the diesel variant, the BEV feels different almost right away. The gear selector is much smaller, and the dash display is unmistakably EV.
This theme continues as soon as we get going, as the Hilux BEV is eerily silent in its operation. There’s no clattering of a diesel engine, and the gravel crunch beneath the tyres is all you hear. With 140kW and around 400Nm (200Nm from each motor) available, the BEV feels quicker at low speeds than the diesel variant. In saying this, the standard throttle response isn’t sharp, and it’s only once the ‘Sport’ drive mode is selected that you get an instant shot of torque you’d expect from an EV. Pair this with a gravel road, and I’m sure you’d find yourself having far more fun than anyone thought possible in a Hilux.
As well as being easier to drive normally, the Hilux BEV also proved more impressive than the diesel variant in the rough stuff. Where you’d normally have to select low range, choose a drive mode, and lock the diffs, the Hilux BEV makes things a lot easier with just a change in drive mode setting it up for questionable terrain. Once ‘Mogul’ mode was selected (which handles torque distribution between loaded and unloaded wheels), the BEV breezed up and down the obstacles with ease.
While the more reserved tuning of the throttle response is less exciting on the road, it means small inputs can be used across rough obstacles without getting any jerking like in low-range geared vehicles. This isn’t to say the diesel Hilux experiences the same, but there’s no denying the BEV is smoother during low-speed maneuvering.
Once we finished with the off-road stuff, we hit the road back to Palmerston North in the Hilux BEV to see how it performed at cruising speeds. Despite this impressive low speed acceleration, the BEV doesn’t carry this momentum all the way to 100km/h. I’d estimate it slows around the 60km/h mark, and I’m pretty confident in saying it is slower to 100km/h than its diesel-powered counterpart. This will be something I’d be interested in testing once we get our hands on this new Hilux down the track.
BEV Pricing
Toyota confirmed the Hilux BEV will be landing in two trims locally; the SR and SR5. It will be available exclusively as a double-cab as either a cab chassis, or with a wellside tub on the back.
Pricing for the Hilux BEV starts from $79,990 for the SR Double Cab Chassis. It jumps to $81,990 for the SR Double Cab Ute, and at $85,990, the SR5 Double Cab ute is the range-topping model.
For context, the diesel-powered Hilux ranges from $49,990 to $63,990, while the closest diesel hybrid comparisons, the SR Hybrid 4WD Double Cab Wellside and SR5 Hybrid 4WD Double Cab Wellside, sit at $56,990 and $60,990 driveaway respectively. That puts the BEV premium at more than $20,000, or roughly 40 per cent, over an equivalent diesel hybrid.
I would go as far to say that the Hilux BEV is the best Hilux on offer, but that comes with the caveat of the battery not being big enough for the majority of use cases. If Toyota is able to package a bigger battery into it, or put a solid state battery in there, and increase the real-world range to 400km+, they will be on to an absolute winner.
But in saying this, they are in a race against a bunch of Chinese brands looking to enter the market with their electric and hybridised utes, which will likely land at a lower price point. This will force consumers to pick between the cost-effective retail option, or the tried and tested Hilux.
