Is it madness or genius? The idea of a battery-powered pick-up is certainly enough to divide opinions, but when it's the world’s most famous pickup people will stand up and take note.
That's because the Hilux has gone electric, and the new Toyota Hilux BEV is here to prove that the spirit of toughness can survive the switch to zero emissions.
The Hilux BEV (Battery Electric Vehicle) is a big shift for the Japanese car maker’s legendary workhorse, especially after years of speculation, and even hints that an electric Hilux would be “virtually impossible” without solid-state batteries.
Toyota has instead, quietly pulled off what once deemed unthinkable for its new ninth generation pick-up truck.
Toyota says the electric Hilux was developed directly from fleet customer feedback which may explain why the Hilux BEV’s more modest figures won't be for everyone. It doesn’t match the diesel Hilux for payload or towing capacity, but Toyota insists it’s a truck built with real-world usability in mind.
Power comes from two eAxles producing a combined 144kW (193hp), with torque split between the front (200Nm) and rear (275Nm) axles.
A 59.2kWh water-cooled battery stores the power for the system, giving the truck a range of up to 150 miles, considerably shorter than the range of the combustion Hilux’s 400+ mile tank. For more on the range, battery and charging of the Toyota Hilux BEV read the full article.
Toyota believes the target market, of operators with shorter daily routes who need a bit of off-road capabilty, won’t find that limiting.
The Hilux BEV payload stands at 715kg, below the one-tonne benchmark required for VAT exemption. That would make the maths behind buying one a bit tricky, not least because it's estimated to have a price of around £60k.
Another stumbling block might be the Hilux BEV's towing capacity which is just 1.6 tonnes. That’s well below the diesel’s 3.5-tonne limit, but enough for smaller braked trailers or equipment.
It's not all compromises and downgrades, though. The smaller battery helps the electric Hilux maintain its off-road agility and reliability, with 500mm of wheel articulation, a 29 degree approach angle, and 700mm wading depth. Identical to the diesel version.
In terms of size, the Hilux BEV dimensions barely differs from its diesel sibling. It measures 5,320mm in length, 1,855mm in width, and 1,865mm in height, with a wheelbase stretched slightly to 3,085mm.
The styling, however, signals the future. A flatter nose, closed grille, and aerodynamic surfacing distinguish the electric Hilux. These are also design changes will not carry over to diesel models, only the Toyota Hilux 48V model will get the upgrades, before a Hilux Fuel Cell model is introduced in 2028.
It maintains it's off-road capabilities thanks to a new de Dion rear suspension, allowing the BEV to deliver a quieter, smoother ride than any Hilux before it. Read our full Toyota Hilux BEV review for more driving impressions.
It get three drive modes (Eco, Normal, and Sport) and Toyota's Multi-Terrain Select (MTS) system is also used for the first time in a BEV with a new mogul mode as well as special traction setting for sand, mud, or rocks, eliminating the need for traditional 4x4 hardware like diff-locks or a low range transmission.
Inside, the Hilux BEV borrows heavily from the new Land Cruiser, featuring a digital dashboard, large touchscreen, and materials that finally move the pickup’s cabin beyond its utilitarian roots.
Pricing hasn’t been officially confirmed, but it will likely start around £60,000 (before VAT), in line with its main rival the Isuzu D-Max EV. Because the Hilux BEV’s payload is below one tonne, it doesn’t currently qualify as a commercial vehicle under UK tax rules.
However, Toyota’s UK operations in Derbyshire may develop a commercial conversion to address that, following the approach used on the Corolla Commercial and Land Cruiser Commercial.
Deliveries in the UK for both the BEV and the 48V facelift will begin in Q2 2026.
