Overview
The domain of the fully electric dual-cab ute appeared to be growing in Australia, after an ignominious start with the now-discontinued LDV T60e. But as I write this, the only electric, separate-chassis dual-cab ute on sale here today is Toyota’s new Hilux BEV.
The body construction is important to note in this vehicle category because it separates the commercials (such as Hilux BEV) from monocoque-bodied lifestyle utes (such as the KGM Musso EV, which is by no means a workhorse, and even has a front-drive version).
Several manufacturers have been edging consumers with promises of fully electric dual-cabs – namely the LDV eTerron 9, Isuzu D-Max EV and MG U9 EV – though no on-sale timing has been confirmed so far…
…which leaves the Hilux BEV with the market to itself, though Toyota says it never intended its electric ute to be a big-volume, mainstream variant.
Analyse its on-paper specifications and it’s pretty easy to see why. Headline stats include just 245km of WLTP range, only 144kW of power, a 300kg jump in weight, a 1500kg reduction in braked towing capacity, and reduced payload.
But what may be hardest to digest is the BEV’s price premium. Each variant costs roughly $17,000 more than an equivalent 2.8-litre mild-hybrid turbo-diesel automatic – these being the SR BEV cab-chassis ($74,990 before on-road costs), SR BEV pick-up ($76,490) and SR5 BEV pick-up ($82,990).
Intended mainly for big construction and mining fleets that need to decarbonise – while also quietly boosting the brand’s eco credentials – Toyota Australia says it has been clear with dealers and potential customers about the limitations of the Hilux BEV.
It’s offered as a specialist vehicle, not a diesel substitute, though it has been extensively tested in the field and is designed to handle very hot, very dusty and very humid conditions – much like any other Hilux.
Offered in two trim levels (SR and SR5), the Australian Hilux BEV is also available in cab-chassis form (SR only). All BEVs feature 17-inch ‘aerodynamically tuned’ alloy wheels, a solid front grille and a charging-port flap on the front left-hand side.
The up-spec SR5 can be identified by its silver lower front garnish plate, techy LED DRLs/tail-lights and front/rear fog lights, plus rear privacy glass.
BEV interiors gain a unique 12.3-inch digital instrument cluster, a three-pin 220V/1500W AC outlet in the centre console box and an electronic shift lever (ala several Toyota/Lexus hybrids and EVs), as well as keyless entry/start, dual-zone climate control, and a 12.3-inch touchscreen with wireless Apple CarPlay/Android Auto.
The SR5 gains leather seat facings (instead of cloth), floor carpet (instead of vinyl), an eight-speaker stereo (up from four speakers), power-folding heated mirrors, heated front seats with an eight-way electric driver’s seat, heated leather steering wheel, soft door trims and armrests, and a wireless phone charger.
Driving impressions
The Hilux BEV’s powertrain consists of a 59.2kWh lithium-ion battery housed between the chassis rails – which have been strengthened and feature additional crossmembers to protect the battery, along with a battery subframe that’s designed for flexibility so it can tolerate high levels of torsional input when off-roading.
The front electric motor produces 82.2kW and 205.5Nm, while the beefier rear electric motor punches out 129.3kW and 268Nm. Toyota Australia claims 144kW of total system power but doesn’t quote a torque figure (though European data suggests 474Nm – the Hilux BEV is also sold throughout the EU).
According to the same EU data, the Hilux BEV is good for 0-100km/h in 9.0 seconds and has a top speed of 140km/h – both more than adequate for its intended usage here.
In the real world, acceleration is smooth and seamless, though there isn’t much of a torque sensation off the line – response is quite measured. Yet there’s something wonderful about not having to withstand the aural bombardment of Toyota’s 1GD-FTV turbo-diesel.
Where the smoothness in the BEV’s torque delivery works quite well is off-road. It’s fairly easy to modulate in challenging conditions, though is countered by the rudeness of its ride quality. In tough conditions, the Hilux BEV’s ride is tiresomely abrupt and abrasive – much more like an LC79 LandCruiser dual-cab, rather than the modern 300 series.
The BEV’s hill-descent control is highly effective while its full-time AWD system can send up to 100 per cent of drive to either the front or rear axles. There’s also a six-mode Multi-Terrain Select (MTS) with Auto, Dirt, Sand, Mud, Mogul and Snow modes, so in theory the BEV should be able to maintain the Hilux’s enviable reputation as an effortless off-roader … apart from its ride.
On the bitumen, the BEV feels more forgiving, though it retains plenty of long-term Hilux ride DNA – meaning agitated much of the time. Due to its electric rear axle, it does have a different leaf-sprung rear suspension set-up – a De Dion-type arrangement with the transaxle mounted on the chassis frame to reduce unsprung weight – though it doesn’t add anything much to its handling.
Approaching its cornering limits, the Hilux BEV will howl its 265/60R17 Bridgestone Dueler A/T front tyres, betraying its 2420-2455kg kerb weight, though the electric steering of the latest generation makes lighter work of any steering busyness, and can feel somewhat crisp.
Large all-disc brakes (338mm ventilated front, 335mm solid rear) seem fairly robust, though the only form of (modest) regenerative braking is by pulsing the most un-Hilux gear lever from D to B.
During on-road testing, our Hilux BEV SR5 pick-up averaged 24.5kWh/100km, which calculates to a real-world range of 220km (based on a useable battery capacity of 54.0kWh).
Toyota’s WLTP range for the BEV pick-up is 245km, whereas the unrealistic NEDC or ADR81/02 official figure is 315km.
The BEV cab-chassis doesn’t claim a WLTP range figure because it isn’t offered in Europe, however its NEDC/ADR figure is 245km, pointing to a restrictive WLTP range of around 190km.
Maximum DC charging rate is 125kW, meaning a Hilux BEV can go from 10-80 per cent charge in 30 minutes, which is okay. A 10-100 per cent AC charge (at 10kW) takes 6.5 hours.
So based on its obvious limitations, the Hilux BEV is an easy ute to knock. Yet there are two things it does extremely well (aside from reducing a company’s carbon emissions) – it doesn’t emit carcinogenic diesel fumes and it’s extremely quiet.
Not listening to a grumbly old diesel is seriously refreshing. And if you happen to be driving behind one while off-road, dropping a window means you can inhale the smell of the outdoors, rather than the noxious exhaust stink of the ute in front.
Based on the restrictions around housing a battery big enough between its chassis rails to give it decent range, the Hilux BEV will most likely never supplant its diesel-engined sibling.
But when operating in specific situations, it provides a long-overdue alternative for the commercial sector when it comes to reducing carbon emissions.