New Toyota HiLux towing boosted

Toyota has revealed improvements to the braked towing ability of the 2026 HiLux via a lift in gross combination mass (GCM) of 4x4 models, while media reports the new generation ute has little changed from its predecessor.

The 450kg GCM upgrade is one of several mechanical and technical changes that Toyota detailed at last week’s media launch, as the brand sought to counter criticism over retaining its predecessor’s IMV platform.

“As many in the media have mentioned this HiLux does share a large part of its chassis with the previous model,” said Toyota Australia senior product planning specialist Rod Lyons.

“But the extensive and incremental requirements and modifications that have been undertaken under the skin have transformed the driving character.”

The HiLux was previously one of the poorest dual cab 4x4 utes when it came to available payload when towing at 3500kg.

Memorably, the just-superseded HiLux GR Sport performance flagship had just 80kg payload at maximum towing.

Raising GCM from 5850kg to 6300kg means an SR5 dual cab pick-up automatic now retains 615kg payload when towing 3500kg, up from 240kg.

This moves HiLux from a tail ender to one of the most competitive 4x4s for heavy-duty towing.

Toyota attributes the improvement to work done on powertrain cooling, frame strength and dynamic stability.

Chassis changes include extended and reinforced side rails with thicker gauge steel, thicker front suspension towers with additional fitting points, redesigned cabin mount brackets and additional spot welds.

“Modifications include new high strength coil springs, new spring rates, a thicker 20 per cent stiffer stabiliser bar to increase roll rigidity, retuned dampers with a new lower insulator, new bushings, and a redesigned and stronger knuckle,” Lyons said.

At the rear the HiLux retains its rigid axle leaf spring suspension with a new damper and spring rate.

A heavy payload tune is standard for Workmate and SR grades, while a “multi-purpose tune” comes with SR5, Rogue and Rigged X.

From SR5 upward all grades now have disc front and rear brakes, whereas previously only Rogue and GR Sport were upgraded from drums.

Toyota has also introduced for the first time electric power steering to the HiLux and electric park brake for grades with rear discs.

Rubber engine mounts have been replaced with hydraulic mounts, and sound insulation has been added to quieten the cabin.

Larger 338mm front discs are also fitted to SR5 and above (Workmate and SR get 319mm front discs).

One thing that doesn’t change is engine performance.

Now the only powerplant, the 1GD-FTV 2.8-litre turbo-diesel is unchanged in power or torque in either 150kW/500Nm 48v or 150kW/420Nm non-48v trims. 

However, fuel economy does improve noticeably for the lower output engine.

In SR5 4x4 manual trim it drops from 8.0-litres/100km to 7.1-litres/100km on the ADR 81/02 combined cycle thanks to stop-start and retuning.

The 48v engine has minor reductions of up to 0.2-litres/100km on the ADR combined cycle.

We’ll be putting all these dynamic and towing claims to the test over the coming months.

So, stay tuned!

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