Toyota HiLux SR5 2026 Review

While the 2026 Toyota HiLux range has been rationalised from 27 to 16 variants, pricing has gone up to varying degrees across the board – it all depends on where in the range you’re shopping.

As we’re right in the heart of the line-up with the SR5 dual-cab pick-up 4x4, the price rises are a beefy $3320 for the $63,990 (plus on-road costs) six-speed manual we’re testing here and $2730 for the $65,990 six-speed automatic we’ll also assess in passing.

Of course, across its many dual cab 4x4 rivals, manual transmissions aren’t much of a thing any more (Toyota estimates about 10 per cent of its volume), so the $63,890 Ford Ranger XLT 2.0 auto, the $63,500 Isuzu D-MAX LS-U 3.0 auto and the $59,840 Mitsubishi Triton GLS auto are all key competitors.

But of course there are many, many more including the D-MAX’s non-identical twin the Mazda BT-50, the Triton’s basically-identical twin the Nissan Navara and the slow-selling and ugly but capable Kia Tasman, as well as a throng of cheaper Chinese utes led by the plug-in hybrid BYD Shark 6.

No electrical plugs for the 2026 Toyota HiLux SR5 of course – at least not yet.

It’s still a turbo-diesel. In fact the manual eschews the auto’s 48v mild hybrid assistance and has 80Nm less torque.

The SR5 is also the cheapest model in the range where a ‘multi-purpose’ rear suspension tune, larger front discs and rear disc brakes are standard.

Those rear discs also mean SR5 swaps from a traditional pull-up to electric park brake.

In terms of exterior equipment, it’s at this point in the range where high grade LED headlights, tail-lights and rear fog light, folding and heated exterior mirrors, 18-inch alloy wheels and added paint choices become available. Premium paint is $675.

Shared equipment includes the distinctive new body-coloured grille, a tailgate damper with lift assist, black side steps and angular over-fender mouldings.

You have to head up to Rogue to add niceties like a power roller cover, tubliner and sliding tie down points for the tub, as well as a centrally locking tailgate.

The fundamental ‘Cyber Sumo’ exterior look is very similar to the cheaper Workmate and SR (Rogue and Rugged X get some differentiation), so check this story out if you want more on that.

Inside, the SR5 is the cheapest model in the range to include dual-zone climate control, a cooled upper glove box, heated front seats and a heated steering wheel.

With lesser grades it shares smart entry and start, new seats (new frame, more cushioning) and a split-flip rear seat that also has an inbuilt fold-down armrest with dual cupholders.

A $2500 Premium Interior Pack swaps fabric trim for black leather and eight-way power-adjustment for the driver’s seat. A nine-speaker JBL sound system also replaces the no-name eight-speaker unit.

The HiLux is covered by a five year/unlimited-kilometre warranty. Service intervals are a short six months/10,000km and the price of each of the first 10 services is $395. Roadside assist is a paid service at Toyota from $99 per year.

Like the rest of the range, the 2026 Toyota HiLux SR5 benefits from a safety equipment upgrade.

The autonomous emergency braking can now detect pedestrians, bicycles and motorcycles as well as other four-wheeled vehicles.

Intersection collision avoidance support can now detect vehicles crossing at an intersection as well as oncoming vehicles when making a left or right turn.

Acceleration suppression at low speed is a new feature designed to stop accidental strong throttle inputs at low speed.

Active cruise control can now read two vehicles ahead, while curve speed reduction and road sign assist have been retuned.

Toyota says swapping from hydraulic- to electric-assist power steering (EPS) has helped it refine the lane departure assistance (a steering wheel vibration is added if there is deviation) and lane centring.

Automatic HiLux grades from SR5 up can now also come to a controlled stop autonomously if it is judged the driver is not operating the vehicle.

The new HiLux is also the first Toyota to feature a new cabin detection alert system, which uses a radar to detect passengers in the rear seats and notify the occupants when exiting the vehicle.

The airbag count lifts from seven to eight with the addition of a centre front airbag. Tyre pressure monitoring is now standard from SR upwards. Auto high beam is standard across the range.

Reversing and panoramic view monitors are standard on SR5, as are front and rear parking sensors.

There are two ISOFIX and two top tether mounts fitted to the rear seat.

Toyota says frontal crash performance has been improved with newly designed front rail extensions improving impact absorption, with the new HiLux being awarded a five-star ANCAP rating across the line-up.

One of the most important upgrades made to the 2026 Toyota HiLux SR5 and the rest of the ninth-generation range is the multimedia package.

A new 7.0-inch customisable digital instrument cluster comes with Workmate and SR, growing to 12.3-inches for the other grades.

Customisable through four different designs, it replaces analogue dials in the old model.

A new landscape-style 12.3-inch infotainment touchscreen now sits higher on the dashboard, whereas the previous HiLux placed a smaller 8.0-inch screen on to the centre stack.

Wireless Apple CarPlay and Android Auto, embedded and cloud-based satellite navigation and voice command are all featured.

From SR5 upwards the screen projects an off-road monitor that uses camera views around the vehicle to show what you’re slowly picking your way through.

The audio system continues to include AM as well as FM and digital radio bands. AM is especially important in the country and for emergency broadcasting.

Wireless charging and four USB-C ports are standard in the SR5.

Expanded Toyota Connected Services functionality which comprises both emergency contact and convenience features includes information via a smartphone app.

The rationalised 2026 Toyota HiLux line-up drops from three engines to one. It now only offers the ‘1GD-FTV’ 2.8-litre four-cylinder turbo-diesel mill in two different guises.

The one we’re primarily sampling in the HiLux SR5 double cab pick-up 4x4 manual is the 150kW/420Nm version.

Swap to the six-speed automatic, which mates with the 48v mild hybrid version of the 1GD, and the torque output climbs to 500Nm.

The auto also brings with it the Multi Terrain Select with multiple off-road driving modes.

Beyond the gearbox, the SR5 hooks up to the traditional part-time 4x4 system with high and low range capped off by a locking rear diff and downhill assist control.

It cannot drive on-bitumen in 4x4, unlike a bunch of its rivals including Ranger, Tasman and Triton.

While unchanged in terms of outputs, the non-48v version of the engine picks up a more powerful 130-amp alternator.

The six-speed manual 2025 Toyota HiLux SR5 boasts a significant improvement in fuel efficiency.

The old 4x4 manual claimed 8.0L/100km and the new one is listed at 7.1L/100km.

The reason is the introduction of start-stop to the non-48v engine for the first time. This combined with some retuning delivers the lower ADR 81/02 combined cycle number.

The 48v engine also claims lower combined consumption, but by no more than 0.2L/100km. In fact, in SR5 4x4 pick-up guise, the lower output manual engine is now 0.1L/100km more economic.

By the way, no sign of Adblue to clean up pollutants as is being increasingly used by other utes. Also, the 1GD is Euro 5 compliant when other ute makers are bringing Euro 6d-rated powertrains to market.

This became mandatory on December 1, but Toyota filed its paperwork last September; beating the deadline.

It’s been a while since your correspondent has driven a manual and there was a bit of lurch away from the first standing start as the bite point was found, but after that the clutch proved light and malleable while the shift was accurate and quick – no truck-like efforts required here.

The automatic proved a bit keen to shift down chasing torque (via boost), but really, you can understand why it’s 90 per cent of sales.

Even as easy as the manual shift is, it would be a pain to operate all day every day in town.

The 1GD engine offers no surprises. In manual form it’s an earnest, loud and vibrating accelerator, so no change there – once up and running at 100km/h (around 1800rpm in top gear) it settled down into the quiet background.

Toyota says its done some significant sound insulating and our experience seems to bear it out, but it was noticeable that a prompt pass or a steep hill required a shift back to at least fourth gear to get the shove you needed, accompanied by a gruff note and obvious effort… a Ranger V6 this ain’t.

More significant effort has been put into chassis dynamics in an attempt to improve ride, handling, steering, stability and towing capacity.

We’ve detailed a lot of the work here and here. But the reality is, for all the modifications, this is essentially a carry-over platform called IMV with the same wheelbase, tracks and double wishbone/coil spring front- and rigid axle/leaf spring rear-suspension essentials as before.

You simply can’t expect miracles.

For sure, electric-assist power steering makes low-speed twirling of this 5.3m/2130kg truck easier and it settles down to be weightier, steady and predictable in faster stuff on the open road. It requires less effort at its extremities. This, at first taste, is the most helpful HiLux dynamic update.

The ‘multi-purpose’ comfort suspension tune was sampled without a load in the tub – something we’ll add when we get a HiLux in our possession for a seven-day test – so it was still quite lively in the rear and retained that distinct HiLux frame shake. Was it comfortable? Well, it wasn’t uncomfortable… mostly.

From the driver’s seat on bitumen and formed roads the HiLux felt like a good-average ute to drive; a couple of its rougher edges have been rounded off.

The people whose job it is to market and promote Toyotas to the media are smart.

That’s why a fairly high percentage of time spent with the 2026 Toyota HiLux at this launch was off-road. In fact, there was some quite serious off-roading in amongst it all.

Hey, we’re not winching over boulders and out of mud bogs here, but some climbs were steep and rocky and one especially rutted track posed a solid test for articulation, throttle sensitivity and traction.

It underlined the advantage autos have for ease of driving off-road compared to manuals. Most of the time a soft, stable throttle (no pedal bouncing – it’s got just the right amount of resistance) was all that was needed to progress.

The EPS helped with tight manoeuvres but also eradicated the judder and kick back the old hydraulic system generated over rocks and roots.

The HiLux holds an edge over the Ford Ranger out here, primarily because its off-road traction control system is so well tuned and modulated. While it was already excellent, it’s been retuned for the new HiLux.

It conquers low range terrain other utes need to lock their rear diffs to cope with. The HiLux can just rely on its software to clamp and unclamp wheels to redirect traction.

It’s not necessarily any better than a locked diff, it’s just so easy to engage and disengage.

Yep, spend a lot of time off-road and the HiLux is among the best, if not the best, dual-cab 4x4s you can buy.

The dashboard area of the 2026 Toyota HiLux SR5 is where the most significant cabin improvements are made, but that can’t change the basic real estate realities.

Because it retains the same frame and cabin dimensions as before, the new HiLux retains the same rear-seat issues as the old HiLux. It’s just too cramped and upright in here to comfortably transport taller passengers.

The HiLux now seriously lags behind the best of its competition. The BYD Shark 6, Kia Tasman and – to a lesser extent – the Ford Ranger do a better job.

At least the SR5 has adjustable air-con vents, dual USB-C ports, map pockets and small door pockets. Back here There’s also storage under the bench seat.

The shortfall also translates into the tub where the gap between the wheel arches still won’t accommodate an Aussie pallet. For a vehicle that’s $70,000 on the road there’s also a serious shortage of appointments.

The notable improvement are Ranger-style steps each side, but a tubliner would also be much appreciated to prevent dinging and marking the metal floor.

Up-front is where the prime beneficiaries reside – the driver especially. Toyota continues its interior design philosophy of grouping like-minded controls together on the dash, centre console and steering wheel for efficient co-ordination of activities.

The retention of physical air-conditioning and audio controls is also appreciated. Storage remains quite generous, although cupholders are located at the end of the dash not in the centre console.

The new front seats are comfortable and supportive and right-sized for the ‘larger’ Aussie.

The blocky steering wheel adjusts for reach and rake and is comfy. The overall dashboard height is lower to make it easier to see out. A drawback of the manual is there’s no left footrest tucked in behind the clutch pedal.

The new infotainment screen does its job with more clarity and size than before, but the fundamental execution is familiar from other Toyotas.

It’s the upper-spec digital instrument cluster where the show falls down a bit. It’s a complex, multi-layered process to drill around and access different functions so you can personalise the screen.

While it’s new tech for HiLux, it’s old tech for Toyota and hopefully will be replaced by the system in the new RAV4 at the first significant update.

It depends. The 2026 Toyota HiLux SR5 is basic old beast now that has benefitted only marginally from updates that would have previously been promoted as no more than a facelift.

It’s great off-road. Really great. If your everyday driving life requires mountain goat ability the HiLux should be high on the purchase list.

Other undoubtable positives include the back-up of a huge dealer network and excellent resale value when it comes time to trade it in.

Toyota also touts reliability as a positive for HiLux. Compared to its rivals that’s fair, but we also know it’s had its issues in the past.

The reality is, with its aging underpinnings and cramped interior, the HiLux is being left behind by its opposition. Higher pricing for the new model doesn’t help its case.

The closer you get to the driving environment most of us spend most of our time – hint, it’s not the bush – the less competitive it gets.

2026 Toyota HiLux SR5 double cab pick-up 4x4 manual at a glance:
Price: $63,990 (plus on-road costs)
Available: Now
Engine: 2.8-litre four-cylinder turbo-diesel
Output: 150kW/420Nm
Transmission: Six-speed manual
Fuel: 7.1L/100km (ADR Combined)
CO2: 188g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2025)

2026 Toyota HiLux SR5 double cab pick-up 4x4 auto at a glance:
Price: $65,990 (plus on-road costs)
Available: Now
Engine: 2.8-litre four-cylinder turbo-diesel
Output: 150kW/420Nm
Transmission: Six-speed auto
Fuel: 7.2L/100km (ADR Combined)
CO2: 190g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2025)

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