Toyota will double down on its dream of hydrogen-fuelled motoring on Australian roads by adding a fuel-cell electric (FCEV) version of the new-generation Hilux ute in 2028.
When it arrives in three years’ time, the hydrogen Hilux is expected to become the third powertrain option in the lineup—alongside a 2.8-litre turbo-diesel and a full battery electric vehicle (BEV).
Pictured: Soon-to-release ninth-generation Toyota Hilux
But the missing link continues to be a Hilux hybrid or plug-in hybrid (PHEV), with Toyota bosses sharing that the BEV and FCEV are the priority.
With the new diesel Hilux starting sales next month, and the BEV set to join the range next year in 2026, the FCEV will be rather late to the party.
But Toyota executives say that hydrogen refuelling infrastructure must grow before the FCEV would be suitable for Australian buyers — and that fleets running the hydrogen version will need extra support.
“[Hydrogen] gives our fleet buyers yet another option of a powertrain that meets their needs and helps further our collective decarbonisation journey,” Toyota Australia vice president of sales and marketing Sean Hanley told media, including Chasing Cars.
“We don’t expect to see [the FCEV] has a large, upfront volume vehicle…it is simply to expand our multi-pathway strategy.
“The issue for hydrogen right now is cost and infrastructure … the only way we are going to accelerate it is if we come together as car companies, energy companies and government. Car companies are going to have to give some commitment to production vehicles.”
Pictured: Hydrogen-powered Toyota Mirai
Toyota currently offers, in a very limited sense, one FCEV vehicle in Australia in the form of the Mirai large sedan, which is leased to a small number of operators proximate to the company’s Altona, Victoria hydrogen re-fueller.
Korean rival Hyundai has also offered leases of its Nexo midsize SUV to certain fleets—particularly the Australian Capital Territory government, supported by a Hyundai-sponsored refueller near Canberra.
Hanley indicated that, while the Toyota Altona refueller is indeed being enlarged, it will not be sufficient to support the rollout of the Hilux FCEV.
Pictured: Ninth-generation Toyota Hilux test vehicle
Instead, Toyota is investing in mobile refueller infrastructure with the idea that a refueller can be transported to a fleet operator’s base of operations to support a fleet of hydrogen Hilux units.
“I will sell [the Hilux FCEV] to anyone who wants it, but I think predominately it will appeal to fleet and to mining companies,” said Hanley.
“There will be [hydrogen] tanks … but we are also working on the capability to be able to transport hydrogen. That is another part of our investment … we are looking to expand to mobile refuellers, which would be an interim step only, not for the long term.”
Pictured: Soon-to-release Toyota Hilux BEV
Hanley said the reason that a buyer seeking a zero-tailpipe emission Hilux might be more inclined to opt for FCEV over BEV was a matter of heavy-duty requirements.
“I don’t subscribe [to the view] that BEVs over the next five years will necessarily have low [driving] range [but] they won’t have a lot of the towing capacity for the heavy stuff… If you are just doing town and highway, I think they will have pretty good range in the future,” Hanley explained.
“Where there is heavier work [required], I think, in future, FCEV will be the natural progression for light commercial vehicles.”
Pictured: Ninth-generation Toyota Hilux in single-cab, steel-tray configuration
The Hilux BEV is expected to be able to carry five people and have similar payload to the diesel version of the ute—but it won’t match the 2.8-litre for range, certainly not when towing.
But the factor stopping Toyota from retailing the hydrogen Hilux to anybody who wants one is primarily a purchase price issue.
“Initially, we would see mining companies and potentially big construction companies. For a tradie, it would be good technology, but I’m just not sure about the cost, which could be prohibitive for private buyers up front, but not necessarily for fleets,” he said.
Hanley said that the reason the purchase price will continue to be quite expensive is because the refuelling infrastructure is not there.
“We have to work out how we will sell this vehicle. I am not sure how that will look,” Hanley opined.
“We have to protect our dealers in terms of investments. They will have a role, and I believe eventually FCEVs will become mainstream vehicles in dealerships, but not initially because the costs are high [and] the risks of any new technology are high,” he said.
