Toyota has unveiled its long anticipated new Hilux – except a lot of it is not that new.
Yes, the 2026 Hilux has a fresh face – with TOYOTA spelled out across its grille – and there’s more tech and gear.
But the chassis, much of the body and the 2.8-litre four-cylinder turbo diesel engine are all carried over from the previous model that first went on sale in 2015.
In short: the 2026 HiLux is a familiar friend in fresh clothes – a ute that upgrades the creature comforts and street presence, while leaving the core largely intact.
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That will no doubt bring advantages for sourcing parts in remote areas and keeping things simple.
But in the most intense era of change in the ute market – with new brands, fresh thinking and various electrified options – there’s the obvious question of whether Toyota has done enough to keep the Hilux one of the top selling utes in Australia.
2026 Hilux is a facelift, not all new
Toyota makes no secret that the 2026 HiLux is more evolution than revolution.
The design-and-engineering overhaul stops well short of a ground-up rebuild: from the windscreen A-pillars back, the cab’s structure remains identical to the previous model, including the doors, roof, and windows.
For a ute that already had one of the smallest cabins in its class that means there’s no more space.
As before, the Hilux is offered as a single-cab, extra cab and dual-cab, the latter accounting for the bulk of sales.
The HiLux gets a fresh “Cyber Sumo” face – slim LED headlights, a bold mesh grille, new bumpers and alloy wheels, giving it a more aggressive stance.
While Toyota has long used Australia for much of its testing and development work for four-wheel drives, the new Hilux was also designed Down Under at Toyota Australia’s design centre in Altona in Melbourne.
Freshened interior, more tech
Inside, the changes are perhaps more meaningful: a redesigned dashboard, improved ergonomics and a vastly more modern design (it wasn’t difficult).
Of course, there’s a fresh influx of tech, starting with a bigger 12.3-inch infotainment screen and a digital instrument cluster.
WorkMate and SR models get a 7-inch digital instrument cluster while SR5, SR5+ (with partial leather trim, powered driver’s seat and JBL sound system), Rogue and Rugged X variants flesh out the space with a 12.3-inch unit.
Truncated Hilux line-up, but prices are up
One thing that is new is the pricing.
Somewhat predictably it’s increased across the Hilux line-up, mostly by a few thousand dollars.
The range has also been pared back, in part because two engine variants have been discontinued.
The popular 4×4 models now kick off at $45,990 for a single cab-chassis WorkMate and stretch to $71,990 for the Rugged X dual-cab, each before on-road costs.
2026 Toyota Hilux model range and pricing
| Workmate single cab-chassis auto | $45,990 |
| Workmate dual-cab-chassis auto | $52,490 |
| Workmate dual-cab pick-up auto | $53,990 |
| SR extra cab-chassis auto | $54,990 |
| SR dual-cab-chassis manual | $54,990 |
| SR dual-cab-chassis auto* | $57,990 |
| SR dual-cab pick-up auto* | $59,490 |
| SR5 dual-cab pick-up manual | $63,990 |
| SR5+ dual-cab pick-up manual | $66,490 |
| SR5 dual-cab-chassis auto* | $64,490 |
| SR5+ dual-cab-chassis auto* | $66,990 |
| SR5 dual-cab pick-up auto* | $65,990 |
| SR5+ dual-cab pick-up auto* | $68,490 |
| Rogue dual-cab pick-up auto* | $71,990 |
| Rugged X dual-cab pick-up auto* | $71,990 |
Under the skin: the same ladder frame chassis
Mechanically the story is much the same.
The Hilux continues to ride on the long-standing Toyota IMV platform, the body-on-frame ladder chassis that underpins the ute’s legendary toughness.
While Toyota has freshened up the suspension tuning and added electric power-steering – following the Prado SUV – the fundamental underpinnings remain firmly carried over.
For the bush traveller who values rugged durability – arguably the Hilux’s most sought after attribute – the chassis has had a touch-up rather than a reboot.
The wider track that was previously offered on more expensive models is not currently available.
However, word on the street is that it will reappear with the inevitable introduction of a GR Sport range-topper.
A familiar Hilux heart: 2.8-litre diesel lives on
Under the bonnet there’s a strong dose of continuity too.
The 2.8-litre turbo-diesel 1GD-FTV – the same engine also used in the Fortuner, Prado and Hiace – is unchanged, churning out the same 150kW and up to 500Nm in six-speed automatic guise (or 420Nm when paired with a six-speed manual).
It drives through the same part-time dual-range 4×4 system, although Toyota says it has further tuned what was already an excellent traction control system.
The Multi-Terrain Select system – which tailors the electronics to different surfaces, such as sand, mud and rocks – is standard on SR models and above, along with a locking rear differential.
Toyota has spread its 48-volt mild hybrid technology – which reduces fuel use marginally, predominantly around town – further across the range, although it’s still not available on many affordable models, including the entry-level WorkMate.
And the entry-level 2.7-litre four-cylinder petrol engine and 2.4-litre turbo diesel have been discontinued, making that 2.8 the only option – for now, at least (there’s an electric version coming in 2026 and a hydrogen fuel cell in 2028).
So, is the new Hilux worth the spend?
The 2026 Toyota Hilux is more a heavy facelift than an all-new model.
But, as mentioned, maybe that familiarity will be part of its appeal, especially for those looking to head into remote areas or put the truck through serious punishment.
However, Toyota is also forecasting sales of what is still the brand’s top selling vehicle will slow slightly.
So why didn’t Toyota do more?
Model redesigns cost billions of dollars and clearly the path Toyota has chosen will have cost much less.
There’s also the question of whether this redesign will run a shorter model life.
Typically four-wheel drives and utes last about 10 years.
But given the pace of change in the market perhaps Toyota is planning something else.
The next generation of the American market Toyota Tacoma could make sense, for example.
Utes have been getting bigger and the Tacoma is closer in size to latest breed of mid-sized utes in Australia.
The Tacoma also runs on the TNGA-F architecture that underpins the LandCruiser 300-Series and Prado 250-Series.
The latest generation came out in 2023, so it should theoretically be due for replacement before the Hilux.
Perhaps that could provide the bones for a future Hilux next decade?
