Toyota HiLux SR5 v Kia Tasman X-Line 2026 Comparison

The dual-cab ute genre isn’t merely a flavour-of-the-month fad – it’s here to stay. And up until recently, Toyota’s tough ute was top dog. It continues to be a sales success, but the ninth generation HiLux now has more competition than ever.

Kia is looking to cash in on this gentrified segment. Given that the use-case for such a vehicle has morphed into a pseudo lifestyle ute that can still be taken to the job site, the Tasman leans into the work hard, play hard mentality.

Both fulfill the traditional brief by running a ladder-frame chassis with leaf springs at the back, dual-range four-wheel drive and four-cylinder turbo-diesel powertrains.

For this comparison we’ve selected the mid-spec 2026 Toyota HiLux SR5 to front up against the 2026 Kia Tasman X-Line, which sits one rung below the top of the tree. And for eagle-eyed readers that might have already swiped through the gallery, you’ll notice the Toyota is fitted with a six-speed manual – a rare and dying option.

Why didn’t we use an automatic HiLux, we hear you ask? We tried, but one couldn’t be made available for this test.

At $63,990 (all prices are before on-road costs), the HiLux enjoys a clear monetary advantage. However, once you factor in $2000 for the six-speed automatic most will choose and the heady running costs, the jump up to the $67,990 Tasman isn’t so great.

The HiLux’s upkeep is burdened by its short servicing intervals, which come in at just six months or 10,000km. This means five years (or 100,000km) of dealership visits amounts to $4265. In contrast, the Kia requires a check-up every 12 months or 15,000km, with the bill totalling $2897 for five years or 75,000km.

Further sweetening the deal is the fact that Kia throws in up to eight years of roadside assistance if you service your Tasman with the brand, whereas Toyota charges at least $99 per annum for its basic plan. 

Kia’s seven-year/unlimited-kilometre warranty is also two years longer than Toyota’s.

They say beauty is in the eye of the beholder… and few behold the design of this pair.  

The 2026 Toyota HiLux SR5 displays the new ‘Cyber Sumo’ design language; one that originated from the Japanese leviathan's Australian studio. Yet it’s more an extensive nip-and-tuck operation, with the central body being carried over. 

However, if social commentary on the HiLux has been unkind, then the 2026 Kia Tasman X-Line leaves no one mincing their words. Ironically, it’s a product of the Korean brand’s ‘Opposites United’ design philosophy. Yet the styling has proven to align those with negative views more than it has those in favour. For some, the fitment of a bullbar helps its cause. 

Ultimately, the proof of concept will be seen in the sales data. Although Kia’s marker of success continues to shift downwards with a soft initial reception. However, we digress.  

Being the mid-spec model, the HiLux SR5 isn’t packed with fruit. Yet it does gain side steps, a sports bar, LED headlights and brake lights as well as 18-inch wheels. The Tasman’s rolling stock are the same diameter as the HiLux and it also harnesses LED technology front to back. It also gains roof racks but misses out on side steps and a sports bar.  

Despite the price point, the SR5 makes do with cloth seats and manual adjustment – although that can be swapped out for synthetic leather and eight-way power adjustment for the driver if you hand over an extra $2500 for the Premium Interior Pack. 

The X-Line uses convincing faux cowhide from the get-go and the driver’s pew is also 10-way power adjustable with two-way lumbar support. Therefore, the Tasman proves a little easier to find a workable position behind the wheel.  

Dual-zone climate control, seat heating, keyless entry with push-button start and an auto-dimming rear-view mirror feature in both. Oddly, the SR5 has steering-wheel heating but the X-Line doesn’t. The Tasman also has a remote-opening tailgate.  

Premium metallic paint is $675 for the Toyota and $700 with Kia.  

The 2026 Toyota HiLux and Kia Tasman X-Line are fitted with a host of active safety kit to keep colleagues and families alike protected. 

Common to both are autonomous emergency braking with pedestrian, cyclist (daytime only in HiLux) and junction detection, adaptive cruise control, blind spot monitoring, lane departure warning with lane keeping, rear cross traffic alert, driver attention monitoring and speed sign recognition. 

Aiding parking are front and rear sensors and a reversing camera with 360-degree view. The Tasman takes it a step further with a 3D surround view and a ground view monitor. Kia’s live blind spot video feeds also activate with the direction of the indicator.  

While both the HiLux and Tasman were awarded a five-star ANCAP safety rating in 2025, it’s important to note that it doesn’t cover the top two variants within the Tasman line-up. The S, SX and SX+ run with a front bar extension to gain the rating, but it’s left off the X-Line and X-Pro to increase the approach angle while off-road. 

The HiLux wins the airbag battle with eight compared to seven, while both offer dual ISOFIX points and top-tether anchorages. 

Toyota’s active safety is less annoying than the Kia’s. This is largely due to audible warnings that reengage with every start-up, but mercifully they can mostly be silenced via the multi-function steering wheel. 

Welcome to the 21st century. 

It’s hard not to be impressed by the 2026 Toyota HiLux SR5’s new screens, but the Kia Tasman X-Line ups the game with superior graphics and a sleeker operating system, which is a positive distinction given both run dual 12.3-inch displays – one for the infotainment and the other to deal with the digital instrument cluster. 

As is the case with most modern infotainment, wireless Apple CarPlay and Android Auto are standard. Wireless charge pads are logically located, while the Tasman gains two of them for added flexibility. 

Common to both is Bluetooth, DAB+ digital radio, in-built navigation, voice assist, USB-C ports and a generic audio system – higher HiLux grades gain JBL acoustics and Harman Kardon for the Tasman.  

Functionality wise, the tech in both utes is easy to use, but the Tasman gains an edge with its modernised layout. Despite having multiple arrangements, the HiLux’s trip computer can be fiddly if detailed fuel-economy analysis is important to you.  

Connected services are part of both packages, too. 

Neither of the four-cylinder turbo-diesel engines are new units. 

Opting for the manual gearbox in the 2026 Toyota HiLux SR5 also results in a few downgrades. It misses out on the 48V mild-hybrid system fitted to some automatic variants and there’s also a reduction in overall torque.

Therefore, the three-pedalled HiLux’s trusty 1GD-FTV engine musters 150kW and 420Nm (80Nm less than the auto). 

It’s a bit of a shame few will opt for the manual gearbox, though – the percentage share is unlikely to reach double digits. Showing pragmatic humour, Toyota has even fitted the HiLux with its iMT rev-matching system (as seen on GR products) to help facilitate smooth down shifts. Surprisingly, it’s useful and not a gimmick.  

And no, there isn’t a physical handbrake as it’s replaced by an electronic one, which will annoy some. There’s hill hold, so embarrassing roll backs on ascents are a thing of the past. The clutch’s bite point is quite high, but the gearbox is a doddle to use with a light action and a longer throw.  

The 2026 Kia Tasman X-Line loses out in cubic capacity, but the 2.2-litre four-cylinder turbo-diesel engine (D4HF) packs a stronger punch with its 154kW/440Nm. It’s a bit of a shame the 3.0-litre inline six-cylinder turbo-diesel unit previously used in the GV80 wasn’t made available. 

What helps the Tasman feel spritely is its eight-speed torque-converter automatic transmission. With eager shift mapping, the gearbox tries to keep the 2.2-litre four-cylinder within the peak power band instead of rushing to a higher ratio in the name of fuel economy.   

Having said that, both kick on harder than their figures suggest. Although, Toyota’s enduring turbo-diesel engine is more vocal about it. The Tasman’s soundtrack is more refined and less commercial vehicle.  

Despite not running the 48V mild-hybrid system, the 2026 Toyota HiLux SR5 manual runs with an official combined fuel-consumption average of 7.1L/100km.  

According to the brand, the 2026 Kia Tasman X-Line is thirstier at 7.8L/100km, but at 2223kg, its kerb weight is 123kg more than the HiLux – no doubt hampering its efficiency. Both drink from an 80-litre tank. 

Given the testing includes significant off-road, load-bearing routes and dynamic driving, it isn’t a surprise to see our overall figures don’t match the claims.

What raises an eyebrow is the fact the pair is near identical, with the Toyota returning 11.89L/100km compared to 11.96L/100km from the Kia. 

Breaking it down, the Tasman is far thirstier off-road but claws back ground by using less diesel when towing and cruising on the highway. 

Okay, these two are traditional dual-cab utes with a ladder-frame chassis, double wishbone front-ends and leaf springs at the back. So, on-road dynamics do take a back seat. Still, there’s distinct strengths and weaknesses here. 

Again, while it might proclaim to be a new generation, the 2026 Toyota HiLux SR5 is underpinned by the existing IMV chassis used for the eighth generation. Importantly though, to improve the maligned ride quality, the dampers have been revised and the spring rates tweaked. 

And it has worked. 

Look, don’t expect Ford Ranger levels of sophistication, but the HiLux no longer shakes out tooth fillings, with suppleness introduced. While still showcasing an element of stiffness and a propensity to induce scuttle shake, the HiLux is now far more liveable. 

Benefits are felt on the open road, too. The well-tuned dampers control rebound and roll is reduced through corners. More revolutionary is the shift from hydraulic to electronic power steering, which ushers in a more immediate and positive response just off centre as well as increased feel.  

Right off the bat, the 2026 Kia Tasman X-Line is a different kettle of fish. After all, it is built on an all-new platform designed and built especially for the dual-cab ute. In CBD situations and on straight highway sections, the Tasman has a veneer of refinement the HiLux can’t quite match. And that will likely matter more to punters.  

This is due to the softer rider quality that does a slightly better job of ironing out the road. Although even it can’t totally eradicate reverberations through to the cabin across corrugated surfaces. Even its steering is nicely calibrated, while Sport modes in both dual cabs only tend to add unnecessary artificial weight.  

While the Tasman pitches and rolls more, it doesn’t fall into understeer as easily. Both run tarmac-focused tyres, but proof of the HiLux’s push is signified with scrubbed sidewalls at the front.  

In terms of noise, vibration and harshness, the Kia provides greater resistance and is the quieter cabin to be in.   

Previous exposure to the Thai-built Japanese dual cab has proven it to be worthy of praise off-road. That narrative doesn’t change with the 2026 Toyota HiLux SR5, even with the manual gearbox not receiving Multi Terrain Select and its off-road modes.  

A factor that could grate is the continued use of part-time four-wheel drive, which means you can’t cruise on tarmac – or tow – with power being sent to each corner of the HiLux. In those situations, you’re resigned to rear-wheel drive. Low range is on tap for off-road trails (although it can sometimes prove temperamental to engage with our test car), while a locking rear differential comes into play on tougher tracks.  

Considering the marque doesn’t have many runs on the bush-bashing board, it’s impressive to see how well the 2026 Kia Tasman X-Line keeps up and conquers obstacles. Instead, it uses a permanent four-wheel drive layout, meaning its 4A mode is safe to use on sealed surfaces given its on-demand nature. Low range is also part of the deal. 

The X-Line’s first hurdle should be the fact its rear diff locker can’t be activated at will by the driver (whereas you can press a button to activate it in the X-Pro). Instead, it’s tied into the electronics and traction control, kicking in when the system detects slip and disengaging automatically when not required.  

In practice it works well, with minimal loss of purchase calling the locked differential to arms. So much so that having to delve into the off-road modes is also a rarity. 

Through the challenging moguls section, the Tasman pauses in wheelspin, then after a few audible ticks it finds the grip it needs to scramble up the deeply cratered incline. Being longer than the HiLux, the Kia’s 5.4 metre length does tend to get more airtime and articulation is exacerbated, but the X-Line is a skilled ute. 

In many ways it impresses more with what it can do than the Toyota does despite the HiLux still being endowed with historied off-road chops. Its traction control system isn’t as flawless this time around, but with the rear diff locked, the SR5 is talented. The six-speed manual also isn’t the impediment we expected, with smooth progress achievable through judged throttle inputs while remaining in first gear.  

No doubt the dusty, dry conditions helped the more road-focused tyres fitted to both dual cabs, too (Dunlop for the HiLux, Kumho for the Tasman). Chunkier Hankook all-terrain tyres come with the higher-grade X-Pro. Both are fitted with a full-size spare wheel. 

Sans front bib and side steps, the Kia is afforded 224mm of ground clearance, which the Toyota matches. And despite having a significantly longer wheelbase (3270mm versus 3085mm), the Tasman doesn’t suffer noticeably at its breakover point. 

Getting down to the nitty gritty, the Tasman’s impressive wading depth of 800mm is 100mm more than the HiLux, while both share identical departure angles of 25 degrees.

The Toyota’s approach angle is inconsequentially better at 29 degrees compared to 28.9 degrees. The Tasman also benefits from more camera angles and see-through mode. 

Let’s box-check the headline must-haves first. Both come with a 3500kg braked towing capacity and tote a circa one-tonne payload. 

Well, the manual 2026 Toyota HiLux comes up slightly short on payload at 970kg. However, its Gross Combined Mass (GCM) is up 450kg to 6300kg despite retaining the same chassis, which will certainly come in handy for an adventurous getaway. The other key figure is the 3120kg Gross Vehicle Mass (GVM).  

The Kia isn’t outdone – on paper. The Tasman posts a payload of 1027kg and a GVM of 3250kg to inch ahead of the HiLux, while its 6200kg falls slightly behind. Plus, there’s an extra storage compartment in the driver’s side rear plastic wheelarch cover. 

In terms of amenities, the HiLux misses out on any type of liner and it still can’t swallow an Aussie-sized pallet – impressively, the Tasman can. The Kia also comes flush with a form-fitting liner as well as lighting, more tie-down points and a 240V/400w plug. Both also feature a Ford Ranger-style foothold to aid access into the tub. 

However, an issue arises with 650kg of ballast added to the Tasman’s tray. Not only does the rear-end sag noticeably more than the stiffer HiLux but tying down the load pulls in the sides of the cargo box, so much so the tailgate fouls them when trying to close it.   

Small marks in the paintwork at the closure points suggest we aren’t the first to encounter this issue. And as luck would have it, we’re able to see if the problem is repeatable with another Tasman given an X-Pro is also currently in the carsales garage. With the same ballast and tie-down protocol, once again, the tailgate fails to close without heavy force and manipulation. This is an issue that requires attention. 

The Tasman also doesn’t perform as well when driving with the ballast. It’s as though Toyota has been in this caper for a while, because the stiffer suspension setup manages to mask the ill effects of 650kg. Engine performance remains relatively strong, but the way it almost gains composure and compliance is impressive. 

The same can’t be said for the Kia. Lateral movements through corners and changes of direction are exacerbated, with the rear axle suffering the most – there’s a slight tail-wagging-the-dog sensation. It’s also more inclined to hit its bump stops through heavy depressions, further eroding confidence behind the wheel compared to the HiLux.   

Much like the Toyota, the Kia’s four-cylinder turbo diesel manages decently when loaded with the eight-speed auto once again stepping up to the plate… most of the time. It hunts a little on inclines as it goes in search of power and torque, while the manual HiLux generally copes better with the gear ratio you select.   

Arguably, the big T spent the bulk of its budget where it really needed to for the ninth generation – inside the cabin.  

Yes, it’s made up of some hardwearing material, but there is soft tactility in the most-used locations, and the design tows a contemporary company line. You won’t find the infamous digital clock inside the 2026 Toyota HiLux SR5… about time! 

In isolation, the metamorphosis is apparent. A factor made more impressive given the constraints of the carryover platform. Yet the HiLux doesn’t quite feel as special in comparison to its rival.

In contrast to the polarising exterior, the cabin of the 2026 Kia Tasman X-Line is a revelation. At their launch, the likes of the Ford Ranger and Volkswagen Amarok moved the interior game forward, but the Korean dual cab has again shifted the goal posts. The convincing man-made leather and well-matched materials generate a premium ambience, and the smartly integrated tech screams contemporary.  

There are some misses, though. Not everyone will gel with Kia’s EV-style gear lever and the 5.0-inch climate-control screen is largely obstructed by the steering wheel – although, it can be easily expanded to the central screen with the tap of an icon.  

Conversely, the HiLux lacks some of the storage areas found within the Tasman. And while the panel housing the drive modes and 4x4 drivetrain selections is refreshingly simple to use, the design is unresolved. Still, the fact the pair aren’t totally devoid of physical controls is a boon. 

Both have party tricks. The HiLux gains a cooled upper glovebox and the Tasman utilises a nifty centre-console bin lid that flips out to create a makeshift table, a feature afforded by the steering column-mounted gear lever. Three-pin household plugs can be found in either cabin, too. 

Air vents, USB ports and a fold-down centre arm rest are common to both, but it’s the Tasman that really stretches its interior advantage to the second row. Head and legroom are superior (the HiLux is cramped in comparison), while the ability to ‘slide and recline’ the rear seat amps up the long-distance comfort.  

There are even thoughtful design touches like map-pocket zippers, phone/tablet pouches and a general sense of being in an SUV, not a dual-cab ute. Flip up the seat base and you’ll find even more secured storage in the Tasman than the HiLux.

In many ways it’s a shame the Tasman’s exterior design is so controversial. This aesthetic is likely to rob Kia of the sales it deserves for a job well done. And according to the brand, it isn’t about to be rushed through a quick remodelling.

This duo proves just how diversified the dual-cab segment has become and that buyers are now demanding something more than a one-dimensional vehicle. A jack-of-all-trades mentality is a must rather than a nice-to-have ideal. 

Ultimately, the HiLux’s cabin is refreshed just enough, and the ride quality has been softened just enough, while it has maintained more than enough workhorse ability. The ninth generation HiLux might be a heavily revised version of what’s come before it, but that’s just, erm, enough for the SR5 to grab the win here.

It’s a very tight verdict, but with the popularity of dual cabs, it’s a battle that’s likely to be continually revisited in the future. 

2026 Toyota HiLux SR5 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: 187g/km (ADR Combined) 
Safety rating: Five-star (2025) 

2026 Kia Tasman X-Line at a glance: 

Price:?$67,990 (plus on-road costs) 
Available:?Now 
Engine:?2.2-litre four-cylinder turbo-diesel 
Output:?154kW/440Nm 
Transmission:?Eight-speed automatic 
Fuel:?7.8L/100km (ADR Combined) 
CO2:?206g/km (ADR Combined) 
Safety rating: Not rated