Toyota Hilux BEV Review

Introduction

Toyota’s first fully electric pick-up truck, the Hilux BEV, marks a pretty big turning point for one of the most dependable names in the business. While it’s not the first electric pick-up to arrive in the UK — that honour goes to the Maxus T90EV — Toyota’s take is very different. Rather than chasing maximum range or record payloads, the Hilux BEV focuses on being rugged, refined and reliable, even when the roads end.

Developed with input from specialist fleet customers in the UK, including forestry services and airport operators, this battery-powered Hilux is designed for short-range, high-reliability work where zero emissions and off-road ability are more important than long-distance towing.

But is the promise of Hilux capabilities with EV emissions enough to get buyers to make the switch from diesel to electric?

Key Features

Toyota hasn’t simply swapped out the diesel engine for a battery and called it a day. The Hilux BEV sits on a re-engineered version of the truck’s traditional ladder-frame chassis, with the 59.2kWh battery mounted securely between the frame rails and protected by a full-length skid plate. Power comes from a pair of electric motors — one on each axle — delivering permanent all-wheel drive and a combined output of 196hp.

The BEV introduces Toyota’s Multi-Terrain Select system, which replaces traditional low-range gearing and diff locks with selectable drive modes for Rock, Mud, Sand, Dirt and Mogul conditions.

Inside, the Hilux BEV gets a complete redesign, with twin 12.3-inch digital displays and a layout inspired by the latest Land Cruiser, combining modern tech with durable materials suited to working life.

Performance & Drive

Press the starter, and the Hilux BEV pulls away in near silence. With one electric motor on each axle, the pickup delivers permanent four-wheel drive and instant torque. The total output of 196hp gives brisk acceleration — Toyota says around ten seconds to 62mph, and that feels about right — and a smooth, linear power delivery that’s a world apart from the diesel model’s rattle and lag.

The new rear suspension setup, combined with the battery’s low mounting point, gives the BEV a noticeably calmer ride. It’s the finest riding pickup we’ve driven on the road, with a sense of solidity and refinement that’s unmatched. Usually marketing hyperbole, it’s fair to say this rides as well as an SUV. Ok, maybe not the best SUVs, but it’s seriously good.

Handling is, for the most part, on point too. Trying to turn 2.5 tonnes of metal into a corner means you’re always fighting physics, but it’s as sharp as you’d expect anything with this bulk to be. Predictable, too, even when the back starts to move around a little under power on a damp road. Only the nose lifting on a corner when under power leads to anything untoward, and even then, it’s just gentle understeer.

It settled and composed on rough roads, too, riding over cobblestones better than most pick-ups.

Steering is electrically assisted and light at low speeds, making manoeuvring in town easy, although it takes more turns of the wheel than expected when parking or off-roading.

The Hilux BEV is impressively capable off-road. There’s no traditional low-range gearbox or diff locks, but Toyota’s Multi-Terrain Select system does the thinking for you. Drivers can choose between Rock, Mud, Sand, Dirt or Mogul settings, which adjust the motor response and traction control to suit the surface.

Or, like most, leave it in Auto and let the truck sort itself out. I tried hard to get it stuck in deep sand and halfway up a muddy climb, but the computers soon got me on my way again, with no fuss beyond a few seconds' pause while it worked out what was what.

Running Costs

Toyota hasn’t confirmed pricing yet, but expect a starting point of around £60,000 — and that’s including VAT. Why does a commercial vehicle price include VAT? The payload, at 715kg, is too low for the Hilux BEV to be considered an LCV, so VAT reclamation isn’t straightforward.

Despite that, the pick-up's zero-emission status brings low Benefit-in-Kind liability compared with diesel pick-ups, and running costs will be significantly lower for operators able to charge overnight on cheap electricity tariffs.

Toyota quotes up to 150 miles of range. Our first drive resulted in a range quite a lot below that, but the 112 miles we got out of a charge also included a fair bit of performance testing — not something you’ll be doing every day.

In the real world, with light duties, expect anywhere between 120 and 140 miles. Rapid charging at up to 150kW will take the battery from 10–80% in under half an hour, if you do need to top up, while a standard home charger will get a full charge sorted in roughly eight hours.

Servicing intervals and costs should also be competitive, as the electric drivetrain eliminates items such as oil changes, filters and belts, while Toyota’s excellent 10-year 'Relax' warranty will apply to the Hilux BEV.

Interior & Tech

Inside, the Hilux BEV is unrecognisable from its predecessors. The dashboard has been completely redesigned, borrowing heavily from the latest Land Cruiser for a tougher, more premium look.

A pair of 12.3-inch screens dominate the cabin — one for the driver, one for infotainment — while physical buttons remain for heating and off-road functions. That’s good news, as the infotainment system, while improved over the existing model, is still a little clunky.

The materials are solid rather than luxurious, with scratch-resistant plastics and grippy textures throughout that should shrug off muddy boots or messy paws.

Toyota has rearranged the layout, too, adding plenty of storage cubbies, USB-C ports throughout, and large cupholders built into the dash. Seat comfort is good, visibility is excellent, and while rear-seat space remains snug for taller adults, there’s enough room for occasional passengers or bulky kit.

Final specifications for UK cars aren’t ready just yet, but we had the keys to an entry-level model and a higher-spec pick-up, and there was little to choose between them beyond leather seat coverings and some folding covers over the cup holders and the upper dashboard.

Payload & Practicality

Toyota’s engineers have mounted the battery between the chassis rails, so the load bed remains identical in size to the diesel Hilux — 1,555mm long, 1,540mm wide and 480mm deep, with minimal wheel-arch intrusion.

However, the payload is limited to just 715kg. That’s less than any diesel-powered pick-up, and falls well short of the electric Isuzu D-Max EV and even the disappointing Maxus T90 EV.

Towing capacity is also reduced to 1.6 tonnes braked, versus 3.5 tonnes for the diesel.

Those figures mean the BEV is better suited to lighter-duty work, on-site operations, or short-range transport within controlled zones such as airports, construction sites, or estates.

You’ll have to be a little more careful off-road, though. Despite sharing the diesel’s 29-degree approach and 24-degree departure angles, plus a 700mm wading depth, it gives away a little on ride height. At 207mm, it’s lower even than a Subaru Outback SUV.

Safety

Switching to an electric power steering system has allowed Toyota to add more essential safety gear to the Hilux BEV, which now features Toyota’s latest Safety Sense suite. This includes pre-collision braking, adaptive cruise control, lane departure alert, road sign assist and hill-start assist. A 360-degree camera and parking sensors will be fitted to higher-spec models, making low-speed manoeuvres easier, although final UK specifications haven’t yet been decided.

The battery is protected by reinforced frame rails and a full-length skid plate, and Toyota has validated the BEV to the same durability standards as its combustion Hilux range.

Options

Exact trim levels and specifications for the UK have yet to be confirmed, but Toyota is expected to offer a single high-spec double-cab model at launch, featuring LED lighting, 17-inch alloy wheels, and the full suite of infotainment and safety systems.

Accessories such as hardtops, bed liners, tow bars and protective covers will be available through Toyota’s commercial dealer network, much like the diesel range.

Rival Electric Pickups

The Isuzu D-Max Electric is the most direct rival, offering a similar range but a significantly higher payload — enough to reclaim the VAT element. Toyota are expected to counter that by pricing their truck at the same level, but including VAT. 

The KGM Musso EV has a bigger battery and longer range but a lower payload. It’s more of an SUV with an open bed, so it offers better road manners but won’t be as capable off-road.

The Maxus T90EV is rear-wheel drive only and lacks the off-road capability of the Hilux. It’s also expensive, so it’s best avoided.

Verdict

The Toyota Hilux BEV isn’t a like-for-like replacement for diesel models, and it doesn’t pretend to be. Instead, it’s a solution for fleets and operators needing zero-emission capability without sacrificing durability or off-road strength.

It’s quieter, smoother and more comfortable than any Hilux before it, yet still feels every bit as tough. Range and payload limitations restrict its appeal, but for local authority fleets, site-based users or specialist contractors, it’s an impressively well-executed step toward an electric future.

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**Score based on Select’s unique meta score analysis, taking into account the UK’s top leading independent car website reviews of the Toyota Hilux Pick Up.

**Correct as of 24/11/2025. Based on 12 months initial payment, 5,000 miles annually, over a 48 month lease. Initial payment equivalent to 12 monthly payments, or £4,768.08 (Plus admin fee) Ts and Cs apply. Credit is subject to status.