Electric HiLux due in May
Toyota has skipped the PHEV stage and gone straight to a full battery electric HiLux.
The light-commercial HiLux BEV has been designed with government fleets, mining and construction sectors in mind, with Toyota aiming it squarely at fleet customers looking to reduce tailpipe emissions.
The HiLux BEV has undergone an extensive local testing program with leading mining organisations prior to its launch to ensure it can match the performance, durability, and capability of its well-regarded diesel-powered stablemates.
The electric HiLux is available exclusively as an all-wheel drive, with double-cab body style and in mid-spec SR and high-grade SR5 guise.
Pricing and model lineup
Manufacturer recommended retail pricing starts with the SR double cab-chassis at $74,990, rising to $76,490 for the SR Double Cab pickup, and topping out with the flagship SR5 Pickup at $82,990.This compares with manufacturer recommended retail pricing for the equivalent diesel-powered auto transmission variants of $57,990 for the SR Double Cab Chassis, $59,490 for the SR Double Cab Pickup, and $65,990 for the SR5 Double Cab Pickup.
Design and interior updates
The battery-electric HiLux features similar ‘Cyber Sumo’ styling as that which debuted on the new eighth-generation HiLux last December, with key design changes including a closed-off upper front grille and aerodynamically enhanced 17-inch alloy wheels.
Vehicle features and interior trim are largely as per the equivalent diesel variants, with the HiLux BEV adopting the same all-new interior, upgraded chassis, safety, and multimedia upgrades as its stablemates.
Electric powertrain and battery technology
But there are some big changes under the skin where the HiLux BEV features a dual motor electric powertrain in lieu of the regular model’s 2.8-litre four-cylinder turbodiesel engine.
The electric drivetrain comprises a front motor producing 82kW and 206Nm, and a more powerful rear unit capable of 129kW and 269Nm of output. Combined system outputs are 144kW/468Nm.
Other changes to the HiLux BEV over its combustion stablemates include frame reinforcements, beefed-up MacPherson strut front suspension, and a De-dion rear leaf spring setup to accommodate the rear electric motor, plus a live axle.
The twin motors draw power from a 59.2kWh lithium-ion battery enabling a driving range for the pickup grades of 315km on the more lenient NEDC cycle, while the SR cab-chassis is rated at 245km.
The pickup’s 315km converts to around 268km on the more realistic WLTP cycle.
The battery offers 150kW DC charging capability, so can be replenished from 10-80% in around 30 minutes, while 10kW three-phase AC charging takes about 6.5 hours from 10-100%.
Toyota claims the battery’s location within the vehicle frame ensures a low centre of gravity and no compromise or intrusion into the cabin space or tub.
Fitment within the chassis rails also ensures the battery is protected from twisting forces when driving off-road, with dedicated underbody protection plates adding further protection.
Toyota’s Multi-Terrain Select traction control system offers a range of drive modes to suit different off-road conditions, including Rock, Sand, Mud, Dirt and Moguls.
Off-road capability and trade-offs
The HiLux BEV also maintains the same off-road capability as its diesel-powered counterparts, with a 700mm wading depth, 29-degree approach and 25-degree departure angles, and 218mm of ground clearance.However, a key area where the HiLux BEV departs from its diesel stablemates is the drivetrain’s torque distribution being variably controlled between the front and rear axles during on-road driving, making this the first HiLux to offer a full-time electronically-controlled all-wheel drive system.
While the HiLux BEV’s combined system outputs of 144kW/468Nm are broadly comparable with the diesels’ 150kW/500Nm, the 2,000kg maximum braked towing capacity is well short of the 3,500kg offered by the diesel.
Likewise, the estimated maximum driving range of 315km range is around 700km less than you could travel on a full tank in a diesel HiLux.
Where the HiLux BEV wins back major ground is the fact it emits zero tailpipe emissions compared to the diesel variants, which emits over 200grams of C02 for every kilometre travelled.
Scaled over a year, a typical diesel HiLux will emit around three tonnes of CO2, meaning the HiLux BEV charged on green electricity can make a significant environmental difference.
Modest expectations for sales
While Toyota’s sales expectations for the HiLux BEV are expected to be relatively modest, representing only a fraction of the diesel-powered versions sold, Toyota dealers will no doubt be happy to have some ammunition to counter the growing threat from the BYD Shark 6 plug-in hybrid (PHEV) which forced its way into the top five of the 4x4 dual cab market with 18,073 sales last year.
The Ford Ranger, the HiLux’s main rival in the dual cab ute space, also has a PHEV variant available, while several other Chinese brands are poised to launch rivals later this year.
While PHEVS are growing strongly in popularity, sales volumes of full battery electric utes are still relatively small.
Chinese car maker LDV has the distinction of being first into the segment with its eT60, while late last year Korean car maker KGM launched a fully electric version of its Musso dual cab.
Available in both 4x2 and 4x4 variants, the Musso EV 4WD costs $62,000, is powered by an 80.6 kWh Lithium Iron Phosphate (LFP) blade battery, delivers combined system outputs of 266kW/630Nm, and has a claimed 380km driving range.
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