Toyota has done something that would have seemed absurd a decade ago: the ninth-generation Hilux is available in a fully electric version. The Hilux BEV sits on the same traditional ladder-frame chassis that has underpinned the truck since the beginning, but the diesel is gone. A 59.2 kWh battery pack sits beneath the floor, driving two motors in a permanent all-wheel-drive configuration, producing 200 horsepower and 350 lb-ft of torque. Toyota claims 10 to 80 percent charging in around 30 minutes. The 0 to 62 mph time is 9.9 seconds and the top speed is 86 mph. In Europe, the BEV version starts from around £57,845, only about £4,000 more than the fully loaded diesel hybrid variant. Toyota is also planning combustion, hybrid, and hydrogen-powered Hilux variants, so the electric version is an addition to the range, not a replacement.
The 159-mile claimed range is the obvious pressure point. Direct competitors including the KGM Musso EV and the Isuzu D-Max EV both edge slightly past this figure on paper. The Hilux BEV's towing rating also drops significantly from the diesel's 3.5-ton capability, down to roughly 1.6 tons in European specification, and the payload limit of 715 kg falls short of the 1,000 kg threshold needed to register as a commercial vehicle in the UK (though the dual-cab body configuration disqualifies it on that count anyway, regardless of payload). Toyota has been explicit that this truck is targeted at urban fleet operators and businesses with predictable daily routes in low-emission zones, not at farmers or buyers who regularly haul heavy trailers. That framing matters, because it changes who should actually be evaluating this vehicle.
Out on the roads in Sofia, Bulgaria, the Hilux delivers a smooth and predictable power delivery without the aggressive initial lurch some EVs produce. The reviewer noted that the ride becomes less comfortable at higher speeds without a load in the bed, which is characteristic of any light-load pickup: the rear suspension is tuned for carrying weight, so an empty bed bounces more than a laden one. The off-road section was the more revealing test. Ground clearance is 212 mm, about 90 mm less than the hybrid version because the battery pack sits below the floor, but the battery is protected. A 20-degree breakover angle is slightly reduced from the hybrid. The multi-terrain select system offers five drive modes, and the permanent dual-motor AWD setup gives it a genuine mechanical advantage over part-time systems. The reviewer completed the off-road course without incident and came away reassured that the truck performs as expected in rough terrain. Inside, the cabin has been upgraded to Land Cruiser-level materials with 12.3-inch dual displays, Apple CarPlay, Android Auto, and adequate storage for working drivers.
A ten-year, one-million-kilometer warranty comes with the vehicle, assuming annual servicing. That is a strong signal from Toyota about confidence in the drivetrain long-term.
Bottom line: The Hilux BEV is not trying to replace diesel for every job the Hilux currently does, and that honesty works in its favor. For a city-based fleet operator dealing with emission zone charges and fuel costs, this truck makes a compelling case at a price premium that is smaller than expected. For anyone who regularly tows over a ton or works far from a fast charger, it is not the right tool yet. Fortunately, Toyota is keeping the diesel.