The ninth-generation Hilux Hybrid 48V is the most capable and refined version yet. By Simon Harris.

What is it? Double-cab pickup  How much? From £42,845 (inc VAT)  Gross payload: >1,000kg  Fuel economy: 28.2-29.1mpg  Drive: Part-time 4WD

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The Toyota Hilux has been many things to many people across more than five decades: farm workhorse, construction site staple, expedition vehicle and, until recently, a company car tax-efficient choice for business users.

For its ninth generation, the 48V mild hybrid system is now the only diesel variant, but arrives in the all-new model in a more refined and better-integrated form. The result is a vehicle that retains everything the Hilux faithful expect while addressing some of the rougher edges that have always been the price of admission.

Power comes from Toyota’s well-proven 2.8-litre DOHC diesel, producing 204hp and 500Nm of torque between 1,600 and 2,800rpm. As before, the 48V hybrid system adds meaningful benefit: smoother, quieter stop-start, a regenerative braking function that recovers energy on the overrun, and electric assistance to the engine under load. WLTP combined fuel consumption is quoted as 28.2-29.1mpg, which some might find a bit disappointing for a version with the word ‘hybrid’ in its name.

The mild hybrid components have been positioned to avoid compromising off-road capability. The motor-generator sits high to maintain the 700mm wading depth, and its drive belt incorporates a fabric layer that absorbs water and maintains consistent tension in wet conditions.

Our test route made the point clearly. Driven in Invincible specification with the automatic gearbox, the Hilux tackled a steep hillside track and deep, rutted terrain on standard road tyres without hesitation. Ground clearance is a genuine 309mm, and on the most demanding sections of the route, that margin made itself felt. Its approach and departure angles of 29 and 24 degrees respectively, combined with 500mm of wheel articulation, meant it always had something in reserve.

Low range was needed for the most challenging sections, which made any assessment of real-world fuel economy irrelevant in the context of this test. What was clear was that the Hilux felt thoroughly at home, the diesel pulling cleanly through the low-range ratios with the kind of unhurried confidence that has always been the model’s calling card.

On smoother surfaces, the improvements in refinement are immediately apparent. Cabin noise is noticeably reduced compared to the previous generation, and the new interior raises the quality bar significantly. The instrument panel takes its cues from the Land Cruiser, with a 12.3-inch Toyota Smart Connect multimedia display and a matching 12.3-inch digital combimeter.

One decision Toyota has taken with the ninth-generation Hilux is worth understanding for fleet buyers. The model is now produced exclusively in double-cab format. A two-seat conversion kit will be available, enabling compliance with LCV tax rules, and Toyota is expected to offer in-house conversions optimising the space behind the seats for operators’ specific requirements.

Payload is in excess of 1,000kg and towing capacity for braked trailers is 3,500kg, both figures that put it among the most capable vehicles in the double-cab segment.

Four grades will be offered, with Active at the entry level, then Icon, Invincible and invincible X. No plans yet for a GR Sport, which might not materialise as the sector is less appealing to lifestyle users now.

In Brief:

Key fleet model: Icon

Good: Improved refinement; capability off road; warranty

Bad: Thirsty

Summary: A new benchmark for diesel pickup trucks

Verdict:

The ninth-generation Hilux Hybrid 48V is the most complete version of one of the world’s most trusted working vehicles, with meaningful improvements in refinement and technology that do nothing to diminish its exceptional capability.