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Toyota follows the market by creating an all-electric version of its ninth generation Hilux pick-up. Despite some design compromises, it's a proper Hilux to drive. And that's some achievement.
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Background
Though Toyota has been talking about making a full-electric Hilux pick-up for a very long time, it's only with the launch of the ninth generation model that it's actually felt able to do it. In truth, this is a somewhat tentative step into this genre; design constrictions have affected battery size and range, payload and towing.
But Toyota is proud of the way it's been able to preserve this Hilux's legendary off-road prowess with a completely different kind of powertrain. Ultimately, only a certain kind of customer will want a Hilux BEV. But it could conceivably satisfy that person very much indeed. Let's take a closer look.
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Range data
| Min | Max |
| Price | 60000 | 60000 |
| Max Speed (mph) | 87 | 87 |
| Min | Max |
| 0-62 mph (s) | 9 | 9 |
| Electric WLTP-Rated Driving Range (miles) | 150 | 150 |
| Payload Capacity (l) | 750 | 750 |
Driving experience
Very early on in development, Toyota realised it couldn't have everything here. In the end, everything was thrown into maintaining off-road prowess rather than on-road range. It'll be interesting to see from sales whether this turns out to be the right approach.
To create permanent 4WD, the Hilux BEV has two electric motors - one on each axle - together generating 193bhp. The battery that energises these has to fit within the confines of the chassis rails - which is significant because it means that it can't be very big, rated at just 59.2kWh. Which in turn means that range is restricted to just 150 miles.
It might also bother long-time Hilux owners to learn that like all MK9 versions of this design, electric power steering has been at last been adopted. And, even more significantly, unlike the diesel, the EV has no differential locks or anything like a low-range gearbox. Instead, there's a Multi-Terrain Select system to control motor output. You just pick the mode you need for the ground you're covering, whether it's sand, mud, rocks, dirt roads or moguls. Or leave the system in auto to manage throttle, steering and the AWD system by itself. The BEV matches the Hilux diesel when it comes to approach and departure angles (which are 29 and 24-degrees respectively). It has the same 700mm wading depth, 500mm of wheel articulation and 207mm of ground clearance, but the breakover angle is 4-degrees shallower than the diesel, at 20-degrees.
On the highway in the BEV, 0-62mph takes under 10s on the way to just 87mph. Mid-range pulling power though is strong, with 206Nm of torque developed by the front motor and 269Nm at the rear.
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Design and build
Toyota was after a more powerful look for this ninth generation model, styled around what the brand calls a 'Tough and Agile' theme supposed to deliver a stronger-looking stance, which is now more upright and aggressive. The dimensions haven't changed much, the 5.3-metre overall length a negligible 5mm shorter than before.
Slim headlamps are linked by a central Toyota-branded bar and the tail lamps are redesigned too. You'll spot the BEV version by its lack of a frontal grille and the electric model has a dedicated alloy wheel design too. Only the doublecab body shape is now available, which will be a disappointment to the small number of farmers and builders who previously bought the single cab and super cab versions.
Inside, there's an all-new and much improved interior which borrows much from the current Land Cruiser SUV, though with a few more hard plastics. That means squared-off shapes as part of an upright dashboard. Through the three-spoke wheel, you view a 12.3-inch instrument screen that includes a display of how power is being fed to the front and rear axles.
The infotainment monitor is set high on the dashboard and is also 12.3-inches in size, complete with plenty of connected services and functions. The driving modes are selected using a rotary dial on the centre console. You activate the off-road settings using the same dial after pressing the drive mode button next to it. The climate functions are, thankfully, separated out from the screen, but look a little dated.
As usual with a doublecab pickup, the rear seat backrest is rather upright, but it'll be fine for short-to-medium journeys. And there's space beneath the base to store things, with a useful 60:40-split tip-up function so that valuable things like tools can be kept away from prying eyes.
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Market and model
Expect prices for the Hilux BEV to start from around £60,000. This model is only being offered in double cab form, with no extended or single cab options planned. There is though, talk of a UK-specific commercial version being created to take advantage of the government's tax structure for light commercial vehicles.
Because this is the first Hilux to be equipped with electric power steering, this pick-up's safety and driving assistance features have been able to be significantly extended. New and upgraded functions include an extension of the 'Toyota Safety Sense' package to include Low Speed Acceleration Suppression, Proactive Driving Assist and an Emergency Driving Stop System. New over-the-air updates will provide seamless upgrades when available. Other new items include (among others) a Blind Spot Monitor, Safe Exit Assist and a Driver Monitor Camera.
On to options. You'll almost certainly also want to add a tow bar (either a ball and pin one or a flanged one). And for the load bay, you'd be wise to specify some sort of bed liner - there are plastic, spray-on and aluminium liners available. A sliding deck floor and a utility box are available for that cargo area. And you may well want either a hard top or a roll cover over the load bay - both are of course available. A soft roll cover is offered, but you'll probably want a 'shutter'-style cover, with or without 'Sport bars' (which can also be ordered separately).
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Practicalities and costs
This BEV version has the same doublecab load bed as the diesel, measuring 1,555mm long and 1,540mm wide (with minimal wheel arch intrusion) and a load bed depth of 480mm. The weight of what you can take in this space though, is reduced from the usual one-tonne capacity of the diesel to only 715kg with this BEV. That's 215kg more than the KGM Musso EV, but 285kg less than an Isuzu D-Max Electric. Towing is compromised too with the electric model. While the diesel version can haul along the usual 3.5-tonnes, the BEV is limited to just 1,600kg braked.
The BEV DC-charges at up to 150kW, which means a 10-80% DC charge takes just under 30 minutes. A 10kW AC wallbox will fully charge the battery in six hours 30 minutes. As usual with a Hilux, service intervals are at 24 months or 20,000 miles. And like all Toyota's the warranty can last for up to 10 years if you service the vehicle regularly at a franchised dealer.
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Summary
The electric pick-up segment has taken a while to get going and this Hilux BEV is a case study in just why. If you ever doubted how difficult it might be to make a truck of this kind without a combustion engine, look at how much trouble the world's biggest car maker has had doing so here. Battery size, driving range, payload and towing capacity are all below the class best.
Having said that, if you don't do long journeys or carry heavy loads, there's a lot to like here. The Hilux BEV has the best off-road prowess of any electric pick-up. You also get the best interior in the class and the longest warranty. And, history would suggest, the toughest most reliable build. If that's enough for you, then Toyota will be relieved. In future, the brand will produce much better Hilux EV models than this. But this one represents a decent start on that journey.
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