Toyota has announced that it will launch a new mild-hybrid version of its venerable Toyota Hilux in several markets starting mid-2024. Europe and Australia are confirmed.

Unlike a two-motor full-hybrid (HEV) like a Toyota Corolla Cross Hybrid, the mild-hybrid (MHEV) Toyota Hilux uses only a small belt-driven motor-generator to assist in acceleration and recover energy – which would otherwise be lost – when decelerating (coasting or braking).

However, since this is not a full hybrid like the Toyota Corolla Cross Hybrid, it cannot drive off from a standstill on electric power alone.The small motor doesn’t drive the wheels directly, but provides additional torque to the crankshaft.

The 1GD-FTV 2.8-litre common rail turbo diesel engine is the same as before but for markets like Europe, it has been tuned to meet Euro 6d emission regulations. In these markets, the engine is paired to additional hardware like Diesel Oxidisation Catalyst, Diesel Particulate Filter, Selective Catalytic Reduction (SCR) and Urea Injection. Output is identical to our local market cars – 204 PS (DIN hp) / 500 Nm.

Also, the European market Hilux can run on 100 percent renewable fuel, including waste cooking oil. Specifically, it’s called HVO (Hydrotreated Vegetable Oil). In the case of the Hilux, it can run on HVO100, meaning not a drop of fossil fuel-derived diesel is needed in the fuel blend.

In theory, European customers should be able to refuel their Hilux with waste cooking oil from the nearest McDonalds. That’s a nice thought but in reality, waste cooking oil contain a lot of impurities and it needs to be treated using specialized processes, so European customers looking for a greener truck but still need the Hilux’s go-anywhere capabilities will buy their renewable fuel from the many suppliers operating there.

Where HVO is not available, they can of course revert to regular diesel.

HVO100 compatibility is not unique to Toyota as an increasing number diesel engines homologated to European Union markets also boast the same capability.

48V MHEV for 2024 Toyota Hilux detailed

Like all hybrids and most EVs, the regular 12V battery is still retained to power lighter load accessories like lights, infotainment or alarm.

The 48V here refers to a supplementary, higher voltage electrical architecture that’s bridged to the regular 12V architecture via a DC-DC converter, which functions to raise / lower the voltage between 48V and 12V. For the same power output, raising the voltage also lowers the current, which then allows for thinner, lighter cables, as there will be less heat.

Toyota didn’t say what’s connected to this 48V network but typically 48V MHEVs have high power consumption features like starter-generator motor, air-conditioning, and chassis control (electric power steering, adaptive suspension) running off the 48V network.

The regular Hilux’s starter motor and alternator have been replaced with a unified belt-driven motor-generator that’s connected to the engine’s crankshaft.

In generator mode, energy is harvested when the Hilux slows down, charging the 7.6 kg 48V lithium battery installed under the rear seats.

In motor drive mode, the unit draws power from the 48V battery, adding 16 PS / 65 Nm to the Hilux engine’s 204 PS / 500 Nm through a pulley belt connected to the crankshaft. ote that the peak power output and torque remain unchanged because the engine and motor reach their peak output at different engine speeds. The enhanced engine start-stop function is also capable of longer engine-off periods.

Toyota says fuel consumption is reduced by 5 percent. Engine idling speed is also reduced from 720 rpm to 600 rpm.

Hilux-quality standard, off-road capable 48V MHEV

48V MHEV is not new. Even the Proton X90 and the W206 Mercedes-Benz C-Class come with it. Where additional work was done is ensuring that the electrical architecture is durable enough to meets the gold standard for off-road driving set by the Hilux nameplate.

The towing and payload capacities remain unchanged at 3,500 kg and 1,000 kg respectively, as does its 700 mm water wading depth.

The problem with belt drives is that when exposed to water, especially in low temperatures, slips may sometimes occur. On top of waterproofing of the 48V battery and DC-DC converter, the belt-pulley is developed with anti-slip and strengthening measures, though Toyota didn’t explain these further.

There’s still no indication on whether the 48V MHEV-equipped 2024 Toyota Hilux will be making its way to Malaysia, but our guess is that it will not. Powertrain electrification in Malaysia is still a passenger cars-only exercise, with little to no demand for such features among local pick-up truck buyers.

What Malaysian truck buyers want however, is more power, which UMW Toyota Motor has answered with the Toyota Hilux GR Sport (from RM 169,080), which features an upgraded 224 PS / 550 Nm engine, more powerful than the 210 PS / 500 Nm Ford Ranger Wildtrak (from RM 169,688).

Also, note that pick-up trucks regardless of their registration types, are taxed as commercial vehicles, which means zero excise tax. Import duties for Thailand-sourced pick-up trucks is already waived under ATIGA (formerly known as AFTA, for ASEAN Free Trade Agreement) but since the Toyota Hilux is assembled in Shah Alam, this doesn’t apply to it.

The above also means that it is not possible to reduce taxes any further, so asking for tax rebates for hybrid pick-up trucks, even if it’s a mild-hybrid one, is moot.