The pickup segment, though still niche, is experiencing strong growth in Europe. And the Toyota Hilux remains firmly among the market leaders, this time with an electrified offering that enhances its performance both on and off the road while maintaining its capability.
Toyota Hilux: our tops&flops
No electrification whatsoever on the GR Sport II, or a mild 48-Volt hybrid system on the Hilux 48V. A 204-hp, 16-valve, 4-cylinder diesel engine. A mechanical handbrake, a reduced touchscreen in favor of knobs and physical buttons, and a semi-analog dashboard. In short, the Hilux isn’t too concerned with current European trends, relying on the fact that work vehicles like this fall under slightly more lenient regulations. This makes it a niche vehicle, appealing to a select few. However, in its GR Sport II version, it comes straight from the world of Gazoo Racing—the same team that has achieved multiple victories at Dakar. The production version gains almost 13 cm in width, 323 mm of ground clearance, and increases the approach angle from 29 to 30 degrees. It also features a new set of monotube suspension, wider and stiffer, making this pickup a true off-road climber, even capable of wading through rivers with a water-fording capacity of up to 700 mm. The GR Sport II also comes equipped with disc brakes on all four wheels. On the other hand, the 48V version swaps disc brakes for drum brakes but compensates by being the only model with Multi-Terrain Select Mode, allowing drivers to adjust settings based on the terrain. It’s also the only one featuring DAC (Downhill Assist Control), enabling near-vertical descents without needing to touch the brake pedal. Additionally, it boasts a towing capacity of up to 3,500 kg, a 1,000 kg payload, seating for five people, and a rugged yet high-quality interior.
What we like:
-
Offers all-around driving fun
-
A great work vehicle
-
Excellent fuel consumption for its class (10.5 L/100 km)
What we don’t like:
-
The driving mode selector is exclusive to the 48V model
-
The 360° camera either activates too much or not at all
-
On-road comfort, especially in the GR Sport II, isn’t the best
Prices in Scandinavia
- Denmark: from 314,900 DKK (escl. moms);
- Sweden: from 397,920 SEK (escl. moms);
- Norway: from 672,300 NOK (incl. MVA/moms).
Off-roading has never been this easy
In my personal work experience, I’ve always performed best on smooth, paved roads (I often joke that I relate to James May, for fellow Top Gear/The Grand Tour fans) or, at most, on racetracks. I’m not, and wouldn’t call myself, an off-road expert—this type of driving requires even more focus and attention, especially when tackling rocky and mountainous terrain, climbing here and there like during my extended test drive across Cappadocia, Turkey.
For this reason, the Toyota Hilux 48V proved to be both reliable and incredibly easy to drive. It has a completely different character compared to the GR Sport II, which, while still simple, is more demanding due to its stiffness and more extreme nature—derived directly from the Gazoo Racing team that takes the Hilux to Dakar.
The 48V version, on the other hand, is much softer and feels light even when driving at significant inclines. The suspension setup remains the same—double wishbones in the front and a rigid rear axle with leaf springs—but, unlike the GR Sport II, the components here are slimmer and positioned further inward. This provides a more relaxed approach to bumps and rough terrain (or lack of terrain).
The brakes, however, are different: this Hybrid 48V model features drum brakes (while the GR Sport II has ventilated discs). However, it gains an advantage with the DAC (Descent Assist Control) system, which works flawlessly. On one of the steepest descents I encountered, I had to activate it, and it allowed the vehicle to brake on its own—without me needing to touch the brake pedal.
Despite its significant ground clearance (313 mm, 10 mm less than the GR Sport II, with approach and departure angles of 26 and 29 degrees), the Hilux maintains a low center of gravity. Even when I found myself balancing on just two wheels, the vehicle remained stable and composed. Additionally, the steering is light, easy to use, and perfectly tuned for this type of driving. This made it simple to find the right direction, though it’s worth noting that the turning radius is relatively small—between 6.4 and 6.7 meters. This is sufficient for tackling tight mountain switchbacks, but maneuvering in the city can be challenging.
It goes without saying that this isn’t a vehicle designed for urban driving, especially considering its 5.3-meter length.
An efficient system
It may not be Toyota’s full-hybrid system, but the 48V setup is still efficient and well-engineered, in true Toyota fashion. This is the first time this system has been introduced in the Hilux—or in any body-on-frame vehicle, for that matter (for reference, the Hilux shares a lot with the new Land Cruiser). This construction ensures the robustness and durability required for serious off-road use.
The system consists of a permanent magnet synchronous motor-generator, which essentially replaces the alternator and is powered by the engine.
It supplies power to the 48V battery and enhances the start-stop system, reducing fuel consumption by up to 7%, with an official WLTP rating of around 10 L/100 km. Since my entire test drive was off-road, I couldn’t conduct a proper fuel economy test, but based on what I observed—even with demanding terrain—the consumption seemed to align with the official figures.
Interestingly, the system also includes regenerative braking, allowing it to recover some energy and further improve efficiency.
Power is delivered through a two-arm belt tensioner—the first of its kind used in a Toyota—specifically designed for diesel engines. It also enhances on-road driving comfort, an aspect that’s often overlooked in vehicles of this kind.
This belt tensioner ensures quicker throttle response while simultaneously reducing noise and vibrations, thanks to a high-strength cotton fabric layer.
The electrical system is completed by a DC-DC converter, all packed into a compact design that integrates seamlessly into the Hilux’s layout without requiring modifications to the powertrain.
On the combustion side, the Hilux 48V features the same 2.8L, 16-valve, 204-hp diesel engine as the GR Sport II, paired with an automatic transmission (though a manual option is available). It delivers 500 Nm of torque between 1,600 and 2,800 rpm. Like other Hilux models, it’s also compatible with HVO100 diesel—a non-fossil fuel derived from renewable sources.
A first for Toyota Hilux
The Toyota Hilux 48V is also the first model to feature the Multi-Terrain Select system, controlled via a rotary dial on the center console near the knob for switching between 2WD, 4WD, and low-range 4WD (which must be engaged in neutral), as well as the DAC button.
The available driving modes include Auto, Sand, Mud, Rock, Dirt, and Deep Snow—though these can only be activated when low-range gearing is engaged. The Auto mode, on the other hand, automatically adapts the vehicle’s settings based on the terrain.
Beyond its impressive off-road capabilities, the Hilux also offers a surprisingly comfortable interior. The double cab is rated for five passengers (though the middle seat occupant will have to deal with the transmission tunnel), and the cabin features robust yet high-quality materials, along with retractable cup holders and even a Schuko power outlet with up to 100W output.
Despite its delightfully old-school layout—complete with a mechanical handbrake and a semi-analog dashboard—the latest update includes an 8-inch touchscreen with Toyota’s newest infotainment system and a JBL sound system.
