Toyota HiLux Rogue 2026 Review

As we’ve recently reported, the 2026 Toyota HiLux is subject to substantial ($3000-$4000) and sometimes huge ($10,000+) price rises.

But that doesn’t apply to the flagship Rogue 4x4 dual cab pick-up, which only rises $460 to $71,990 plus on-road costs.

With the GR Sport axed, this makes it the most expensive variant in the rationalised range, alongside the off-road-focussed Rugged X, which doesn’t debut until the first half of 2026.

In terms of key rivals, the Rogue lines up most directly against the Ford Ranger Sport V6 ($71,340 plus ORCs), the Isuzu D-MAX X-Terrain ($73,000 plus ORCs) and the Mitsubishi Triton GSR, which looks quite the deal at $64,590.

The Rogue is subject to the same bluff and not displeasing Aussie-led ‘Cyber Sumo’ facelift and interior update as the rest of the range. It also benefits from some mechanical retuning including the suspension and the swap from hydraulic to electric-assist power steering.

The new HiLux is very much an evolution of the old model: it rides on an updated version of the same IMV ladder frame platform, has the same wheelbase, unchanged cabin dimensions and an unchanged part-time 4x4 system.

With the deletion of the entry-level 2.7-litre petrol and 2.4-litre turbo-diesel, the whole range now relies solely on the ‘1GD-FTV’ 2.8-litre turbo-diesel engine. Allied with the carry-over six-speed auto the Rogue comes standard with, the engine continues to make 150kW/500Nm and has 48V mild hybrid assistance built in – manuals don’t get 48V and the torque output is reduced to 420Nm.

In our pricing story we’ve also covered off in detail the equipment the entire range gets, and what the Rogue gains exclusively.

Key equipment includes 18-inch matt black alloy wheels, a new sports bar and unique bumper, marine grade carpet and a roller cover for the tub, central locking for the damped tailgate and a towing package (like all gen-nine HiLuxes, the Rogue can tow 3500kg).

Inside the Rogue gets the Premium Interior pack with black leather upholstery, an eight-way powered driver’s seat and nine-speaker BL stereo.

And like all HiLuxes it includes the new 12.3-inch touchscreen, wireless Apple CarPlay and Android Auto, embedded sat-nav and the Toyota Connect app. Along with the SR5 and Rugged X, it also picks up the larger 12.3-inch digital instrument cluster.

Safety systems including autonomous emergency braking, active cruise control, lane keeping and rear cross traffic alert are standard across the HiLux range. From SR up the suite includes tyre pressure monitoring – which should really be standard across the range – and from SR5, an off-road camera system called Multi Terrain Monitor.

What we don’t know at this point are some important details: warranty, service schedules and pricing and fuel economy.

First, a couple of introductory notes about this drive. It was of a group of different pre-production HiLux models and not just the Rogue, although we spent more time in that than anything else, so that’s why it’s the focus. All driving took place at the Anglesea proving ground south-west of Melbourne.

Bad weather is usually a problem for car launches. But it worked well for the HiLux preview drive. Basically, the worse the weather got and the further off-road it was driven, the more it shone.

The HiLux is one of the best off-road 4x4 utes going around, maybe the best. In the slime and wet roots of the evillest climb on our test loop the better the quality of its traction control system was exposed.

In low range, rolling on Yokohama Geolandar highway tyres and without having to resort to locking the rear differential, the HiLux climbed a nasty section that looked gripless. With a steady throttle input, the traction control sorted out the challenge and just kept moving forward.

Check out the video review of a HiLux SR5 tackling the climb, it’s pretty impressive.

The off-road section also allowed the HiLux to show off some of its improvements. Downhill assist control is now smoother and quieter and flicking between different 4x4 modes was clunk and delay-free via the tab on the new centre stack.

The electric assist steering proved itself smoother, lighter and less inclined to deviation off bumps than the old hydraulic set-up; it was easier to manoeuvre the car at walking speed.

In back-to-back old vs new testing in less-trying conditions on the proving ground’s bitumen and gravel roads, the 2026 HiLux’s new steering also felt more certain, and the Rogue’s retuned ‘comfort’ suspension (which includes new dampers) was more settled and resistant to inputs and more stable.

The 48V mild hybrid version of the engine was a tad smoother if not palpably stronger in its response. To be fair, this engine in this 48V iteration already had decent response.

The other clear positive for the new HiLux is the modernised dashboard presentation. The infotainment touchscreen is a great leap forward to the current day. It has more capacity and has a clear layout for access to its functions.

The interior is well presented in its trim materials and its fundamental design; the way the flat centre console merges into the angled centre stack. Key driver aids such as the Multi-Terrain Select off-road and on-road mode dial and 4x4 system selector tab are located together there. It works well.

Happily, Toyota’s well and truly got the message that we love buttons for controls, so there’s not too much drilling into screens to complete essential operations such as dual-zone climate controls. USB ports have made the swap from -A to -C.

The new front seats are also a step forward, providing added cushion.

There’s also lots of storage options in the new centre console. The transition from a manual to electric parking brake helps clear out space.

Beyond that there are double gloveboxes, multiple cupholders and longer, thinner door bins than the old HiLux.

In the rear there are adjustable vents, dual USB ports, small door bins and a drop-down armrest with dual cupholders that clangs into place. The seat base splits and folds.

There are still plenty of hard surfaces, but this is a working vehicle, even if the Rogue is meant to be the sexy weekender in the range.

The light once-over approach taken to the 2026 Toyota HiLux is most obvious when you sit in the back seat of the Rogue or load stuff in the tub.

The unchanged width, wheelbase and body section from A-pillar to C-pillar means unchanged space in the second row. The old model wasn’t generous or comfortable in this area and the situation is totally unchanged. Too upright, too cramped. The seat is redesigned but that doesn’t help much.

In the tub, the gap between the wheelarches is still too narrow to fit an Aussie pallet. We haven’t been given payload numbers yet, but there is no reason to imagine they will change in any substantial way (the old Rogue offered just under 800kg).

That said, the corner steps into the tub are new and appreciated.

Under the bonnet there’s still no provision made for second battery, and while the new engine did seem a little quieter than before under acceleration, let’s be clear, it’s not quiet.

And yes, the overall driving experience is improved, but it’s still very recognisably a HiLux to drive. While definitive verdicts will have to wait until longer stints behind the wheel and comparison testing against key opposition, there is little evidence the HiLux game has changed in a fundamental way.

It needed to considering it’s well off the pace of the Ranger and the new Kia Tasman and already lagged the Isuzu D-Max/Mazda BT-50 and Mitsubishi Triton.

While the general on-road deportment of the HiLux has slightly improved, it is disappointing the new Rogue loses the wide tracks of its predecessor.

The wider stance had a positive impact on highway driving stability and comfort at speed, and only an extended run in similar conditions will really show what may have been lost with the new HiLux Rogue.

The Rogue’s digital instrumentation is that convoluted Toyota/Lexus system that requires multiple presses to decide what information you want within three areas of the screen. It’s not an easy thing to figure out and doesn’t offer that much info.

Give me the simpler screen in lower spec vehicles any day.

At some point years ago, Toyota decided an all-new HiLux wasn’t required. What it’s come up with instead is a substantial facelift.

Trouble is, the price rises for many variants in the range – not the Rogue mind – are substantial, which suggests there’s more new here than is the reality.

There are improvements, there’s just not enough of them.

Toyota will still sell plenty of 2026 HiLuxes because some people just buy Toyotas. But they’re not buying one of the best utes, let alone the best.

By keeping this update so limited, Toyota has ensured the HiLux will slip further behind its key rivals.

2024 Toyota HiLux Rogue at a glance:
Price: $71,990 (plus on-road costs)
Available: December 2025
Engine: 2.8-litre four-cylinder turbo-diesel
Output: 150kW/500Nm
Transmission: Six-speed automatic
Fuel: TBA
CO2: TBA
Safety: Not tested

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