The Toyota Hilux turns 50 this year, and to mark the occasion Toyota has done something it has never done before: made the Hilux fully electric. Tested for the first time on a dedicated off-road course in New Zealand, the EV Hilux puts out 144 kW through an all-wheel drive e-axle system and offers six drive modes covering sand, dirt, mud, auto, rock, and mogul terrain. Official WLTP range on the double cab is 315 km, which translates to roughly 260 km in real-world conditions. Toyota has been clear about its priorities from the start: this is a Hilux first and an EV second. The battery pack was intentionally sized to fit within the existing chassis rail, preserving the truck's off-road geometry rather than chasing maximum range.
For the New Zealand market, the electric Hilux enters a segment with exactly one rival: the Chinese-built Radar RD6, which has been on sale since earlier this year. That makes Toyota the first legacy manufacturer to bring a fully electric pickup truck to market in New Zealand. The broader global context is instructive. Ford's F-150 Lightning and the Chevrolet Silverado EV have both faced criticism for real-world range figures that fall short of their official numbers under towing load. BYD's Shark plug-in hybrid has gained traction in markets where full electric range remains a concern for work-truck buyers. The Hilux's limited battery size is the trade-off Toyota made to preserve capability, but at roughly 260 km of real-world range, it sits on par with the Radar RD6. For city-based buyers and farmers with access to home charging or solar, 260 km covers most realistic daily needs. Toyota has not yet confirmed a 0-to-100 km/h time or the battery's specific chemistry.
On the off-road course, the reviewer ran the truck through wet grass hill climbs, heavily cambered terrain, rock sections, and steep descents with hill descent control engaged throughout. The electric drivetrain's torque delivery corrected wheelspin almost immediately when grip was lost, without any driver input. On loose, slippery grass, where combustion-engine 4x4s typically require careful throttle management and low-range selection, the Hilux simply climbed. In mogul mode, which functions similarly to a locking low-range setup, uneven terrain that lifted at least one wheel off the ground at a time was handled by the system redistributing power within half a second. On the road, the ride is noticeably stiffer than the diesel Hilux, a consequence of the added weight and the revised suspension Toyota fitted to manage it. The interior is a clear step forward, with two 12.3-inch displays, physical buttons in logical positions, dual USB-C ports in the rear, and a fold-down armrest with cup holders. Rear legroom in the double cab is described as snug, consistent with every Hilux generation before it.
Bottom line: Counting polished Hiluxes parked outside Auckland cafes is enough to tell you that most buyers never engage low-range four-wheel drive. The electric version's real pitch is effortless everyday capability for the many, not maximum off-road performance for the few. For city drivers, airport fleet operators, and farmers with solar panels on the roof, the case is stronger than the modest range figures suggest. The one detail still missing is price, and without it Toyota's broad-market ambitions remain theoretical.