Juniper
The Toyota Hilux has always been about being a tough, dependable and reliable workhorse. In ASEAN countries, the Hilux has stamped its authority as a regional favourite pick-up truck ever since being reinvented as a Toyota IMV (Innovative International Motor Vehicle) since 2004 – which spawned the Fortuner SUV and also the Innova MPV.
The 2026 Hilux BEV takes that familiar formula and replaces the diesel engine with a dual motor electric powertrain, while retaining the traditional ladder-frame architecture that has defined the Hilux for generations. In Malaysia, however, the electric Hilux occupies an interestingly premium market placement. At RM226,300 on the road without insurance, it costs substantially more than the conventional oi burners in the Hilux range, which starts at around RM105,000 and tops out at about RM173,000 for the Hilux 4×4 GR-Sport.
The question, therefore, is whether the electric drivetrain brings enough refinement, more driving enjoyment while retaining what makes the Hilux most desirable: practicality, easy maintenance and low running costs. Not forgetting, relatively excellent resale values in the used pick-up trucks segment. Toyota quotes a 750kg payload and 2,000kg towing capacity, while ground clearance and water-wading capability remain very much in Hiluxes territory.
The diesel-powered Hilux is effectively a one-tonne pickup, whereas the BEV’s payload is reduced to 750kg. This could somewhat limit the appeal to use this pickup as a workhorse instead of a lifestyle BEV “SUV”, one with a truck bed. The relatively modest 59.2kWh NMC battery also means that range is not its strongest point, rated at a meagre 257km WLTP. With DC fast charging at 150kW, while AC charging is decent at 10kW maximum.
For urban and suburban use, that range is suitably manageable – with frequent AC wall-box charging cycles thrown in. Not so well suited for long-distance interstate travel though, with or without full load. The dual-motor powertrain produces a maximum of 144 kW (196 PS), with a combined maximum 473 Nm of torque. Most noticeably, electric motors torque arrives instantly. There is none of the diesel Hilux’s initial hesitation – awaiting the usually huge turbocharger to spool up boost and the automatic transmission to engage the correct gear in rolling acceleration. Step on the accelerator and the BEV just moves forward quite instantly.
It is not a sports truck, but it feels effortlessly brisk around town. Overtaking is also considerably more relaxed and there is a tendency to forget that there is a lengthy flat bed at the back. The dual-motor AWD system is another strength. Power delivery is smooth and highly controllable, while the Multi-Terrain Select system gives the Hilux BEV genuine some off-road credibility. Steering is reasonably light and easy at urban speeds, while cruising speed stability is good.
Unfortunately, the Hilux BEV’s chassis dynamic weakness is also the one that is hardest to ignore on Malaysian roads. On ideally smooth tarmac, the ride is pleasant enough. The absence of a diesel engine immediately removes much of the vibration and mechanical harshness normally associated with a ladder-frame pickup. When driven over badly patched asphalt, uneven expansion joints, broken road surfaces or a succession of small undulations, both the front and rear suspension often feel busy, rippling and somewhat choppy. Repetitive vertical movements can make the truck feel as though it is constantly just reacting to the road, unable to filter out much of the low to mid frequency bouncing vibrations.
This is even noticeable especially when travelling at low speeds over the sort of patched and shoddy repaired surfaces that are commonplace in Malaysia. Instead of one clean compression followed by a controlled rebound, all four wheels seem to go through a series of small oscillations.
The Hilux BEV uses independent double wishbones with coil springs at the front, but at the rear Toyota employs a De Dion-type arrangement with long leaf springs. It would be too simplistic to say that the De Dion axle is the cause of the problem, because damper calibration, spring rates, tyre types/profile, unsprung mass and the interaction between the body and ladder frame installation – all influence ride quality. Nevertheless, the De Dion/leaf-spring arrangement is a plausible contributor to the Hilux BEV’s rippling and busy rear axle behaviour, particularly when combined with the relatively light load that most privately owned pickups will carry.
And herein lies the irony: the BEV’s heavy high-voltage battery sits low, fixed within the ladder frame chassis, theoretically lowering its centre of gravity, yet both front and especially rear suspension seems easily ruffled. A few hundred kilograms of cargo in the bed may well change the ride composure considerably, but most urban/suburban owners will spend much of their time driving with an empty truck bed.
On the flipside, NVH is one of its greatest strengths. At low speeds there is none of the characteristic diesel clatter, vibration or drivetrain rumble. Pulling away from traffic lights is particularly smooth, while cruising at urban speeds has an almost SUV-like sense of calm and that Toyota “feel”. Appreciably odour-free running too, with zero diesel combustion fumes emission.
The contrast is especially obvious after jumping straight out of any diesel truck. The Hilux BEV is definitely way more refined, quieter and less agricultural. In that respect, Toyota has successfully transformed the character of the Hilux without compromising its ruggedness and solid in-cabin feel.
The 2026 Hilux BEV is Toyota’s commendable first attempt at electrifying one of ASEAN’s most popular pickup trucks. It also retains most of a typical pickup truck practicality, some off-road AWD capability and the reassuring robustness associated with the Hilux name.
For the private urban buyer looking for a stylish, quiet and torquey electric pickup, the Hilux BEV is an interesting proposition. For the traditional Hilux buyer who values maximum payload, long-distance range and a more supple ride over broken roads, the conventional diesel Hilux will remain the more convincing workhorse that many Malaysians still love and cherish about the legendary Toyota Hilux.
Kuala Lumpur-based Dr. Long See Pin is a certified car enthusiast who has previously spent some two decades testing and writing about new cars. He is currently motoring correspondent at Juniper’s Journal, MotoAuto.com and can be found online @drlongspcars on Insta, FB, YouTube and TikTok.
He is also on the judging panel of the Malaysia Car of the Year (COTY) 2026.
As a medical doctor, he specialises in skin, wellness, anti-ageing & aesthetics
@drlongdermatology
@drlongskinclinic.com
