The new Toyota Hilux is years behind the competition

Toyota recently unveiled the long-awaited ninth-generation Hilux, including the series’ first fully-electric model.

The Japanese carmaker touted the introduction of the new battery electric (BEV) Hilux as a “breakthrough innovation,” achieved without compromising the model’s “renowned quality, durability, and reliability.”

However, while the electric Hilux is undoubtedly a significant milestone for the brand, its specifications leave a lot to be desired when compared to other BEVs that have hit the market in recent years.

Toyota’s pre-homologation data shows that the Hilux BEV only has a range of 240km on the Worldwide Harmonised Light Vehicle Test Procedure (WLTP) cycle.

This is quite low by modern electric vehicle (EV) standards, as most new models can cover at least 300km on a single charge.

For reference, the cheapest EV in South Africa right now is the R339,900 BYD Dolphin Surf, which can cover 232km on its 30kWh battery.

The top-spec Surf, which costs, R389,900, has a larger 38.8kWh battery with a WLTP range of 295km.

In contrast, the Hilux has a much bigger 59.2kWh power source, but it is also far less efficient on account of its weight.

Even if we compare with other electric bakkies, the Toyota’s stats leave something to desired.

The R725,000 Geely Riddara RD6 Econ, for example, has a New European Driving Cycle (NEDC) range of 373km, or roughly 310km on the WLTP cycle.

The Riddara also has an R830,000 option with a WLTP range of around 350km.

Range is not the only concern, as the Toyota’s power, payload, and towing capacity are all underwhelming.

It produces a total of 144kW and 205Nm, which is only slightly more than the 2.0-litre naturally aspirated petrol engine found on the current-generation single cab.

The Hilux also has a payload and towing capacity of 715kg and 1,600kg, which are lower than its diesel siblings and the Riddara RD6:

South African release uncertain

The Toyota Hilux BEV will initially be built in Thailand and is scheduled to go on sale in Eastern Europe this December.

The Hilux is also built at Toyota South Africa Motors’ factory in Durban, but the automaker’s local division has yet to confirm if the BEV will be sold here, and if it may eventually be added to its production line.

It will be a surprise if this is the case, as the BEV is unlikely to be a high-volume unit for the brand, given that electric bakkies are still a relatively new phenomenon.

It also remains to be seen whether the Hilux will be able to compete with other electric pickups like the Riddara.

Perhaps the most surprising aspect of the announcement is the fact that Toyota did not create a plug-in hybrid (PHEV) model, which is a more feasible alternative to the fully-electric option.

PHEVs ostensibly offer the best of both worlds with the power and efficiency of an electric model and the range and practicality of a combustion engine, and PHEV bakkies like the BYD Shark are starting to see a lot of interest from consumers, both in South Africa and abroad.

Toyota also has years of experience with hybrid vehicles, making it all the more curious as to why it would skip the option entirely.

Instead, the carmaker plans to launch a hydrogen fuel-cell Hilux in 2028, which is an energy type that has largely been dismissed because of the costs, storage complexity, and inefficiency associated with the technology.

Much of this is due to policies in Toyota’s home market in Japan, where the government is continuing its push for hydrogen adoption due to the benefits it will bring to its own economy.

Toyota Hilux BEV