Wait almost over to see Toyota's GR Supra Supercar, ahead of 2026 debut
This year's Bathurst 1000 launch in the Harbour City will double as the exciting uncovering of the GR Supra Supercar.
The Supercars faithful won't have to wait long to see it in the flesh either, with the GR Supra to make its trackside debut at this year's Bathurst 1000 from October 9-12.
For loyal Toyota supporters – who have ingrained memories of the Corolla winning its class at Bathurst for eight straight years from 1985-1992 – the return of the popular brand to Superstars is a special moment.
Sneak peak at the Toyota GR Supra Supercar design ahead of official reveal in September. Picture: Supplied
Supercars CEO James Warburton agrees, saying the unveiling of Toyota's weapon of choice marks a seismic moment for the Superstars as a sport.
'This is absolutely huge for Supercars,' Warburton said.
'Toyota joining the grid with the legendary GR Supra is a complete game-changer. This motorsport giant has incredible global pedigree and passionate Australian fans who are going to go wild seeing the Supra battle the Mustang and Camaro.'
James Warburton, when Seven West Media CEO, in 2024. Picture: NCA NewsWire / Martin Ollman
Brad Jones Racing (BJR) will be one of Toyota's two team partners for its entry into the 2026 Repco Supercars Championship. BJR will race four V8-powered GR Supra GEN3 Supercars from the upcoming 2026 season under a multi-year deal.
The road to Supercars has been a long and calculated one for Toyota, whose factory-backed Toyota Gazoo Racing Australia (TGRA) program has built a reputation for success in grassroots motorsport, off-road rallying and circuit racing.
Now, the company is ready to step onto the biggest stage in Australian racing with a car that's iconic across generations.
'The debut of the GR Supra Supercar at the upcoming Bathurst 1000 launch in Sydney marks a truly historic milestone for Toyota in Australian motorsport,' Toyota Australia Vice President of Sales, Marketing and Franchise Operations Sean Hanley said.
'GR Supra is a car synonymous with performance, passion and power, and as a race car, it makes an electrifying statement. This isn't just an arrival — it's our next bold step as we prepare to join the Supercars grid alongside the Mustang and Camaro in 2026.
'This moment is sure to ignite excitement among fans of Supercars, Toyota and Toyota Gazoo Racing across the nation. And the excitement will only build from here, with the GR Supra Supercar heading to this year's Bathurst 1000, where fans will have their first opportunity to get up close and personal with this absolute beast of a race car.'
Warburton believes Toyota's unveiling at this year's Bathurst 1000 launch in Sydney couldn't be better.
'Launching in Sydney while kicking off the Bathurst 1000 countdown is absolutely perfect,' he said.
'It's going to be an incredible night — a triumphant celebration of everything that makes Supercars so spectacular.'
Matt Logue
Sports reporter
Matt Logue is an award-winning sports journalist and author who brings more than 20 years' experience to NCA NewsWire and CODE Sports. Starting out in regional newspapers in Dubbo and Bathurst, he moved to Sydney in 2006 and spent eight years at Rugby League Week magazine. He has also worked at the Newcastle Knights as a senior reporter under seven-time premiership-winning coach Wayne Bennett, Big League magazine and the Daily and Sunday Telegraphs. Matt is passionate about all sports, but has particular loves for rugby league and basketball.
@mattlogue7
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ABC News
2 hours ago
- ABC News
Can Trump sack his way to better jobs data?
Sam Hawley: Donald Trump didn't like the numbers, so he sacked the messenger. So what are the implications of the US President's decision to get rid of the nation's chief statistician who dared to release revised job figures? Today's staff writer at The Atlantic, Tom Nichols, on the sledgehammer Trump is taking to democracy. I'm Sam Hawley on Gadigal land in Sydney. This is ABC News Daily. Sam Hawley: Tom, we know that Donald Trump has trouble dealing with the facts, but wow, he really has gone a step further this time, hasn't he? Tom Nichols: Yeah, although I think that this is more of a warning to the next person rather than Trump really believing that the facts are wrong. I think he is lashing out because he's angry and by firing this person, he's trying to send up a flare that says, from now on, give me the numbers that I prefer. Sam Hawley: Oh, yes, all right. So last week, these new job figures came out and they weren't fantastic. Trump didn't obviously like them, so he sacks the head of the Bureau of Labor Statistics, Erika McEntarfer, because he says her numbers are wrong. Donald Trump, US President: I think her numbers were wrong, just like I thought her numbers were wrong before the election. Days before the election, she came out with these beautiful numbers for Kamala. Tom Nichols: Well, he was very happy with those numbers earlier in his term when they were reflecting job growth. What happened, of course, is that the Bureau of Labor Statistics, which does a lot of this work by reporting, by self-reporting from American companies, has to do revisions as they get more information coming in from those companies over time. And ever since the pandemic, those companies have been a bit slower about reporting and kind of getting that data together to get it to the Labor Department. So, of course, every so often, BLS comes out and says, OK, now we're going to revise the jobs report that we put out. And Trump decided that revising the jobs numbers downward, that this was some kind of act of political sabotage. Donald Trump, US President: We're doing so well. I believe the numbers were phony, just like they were before the election. And there were other times. So you know what I did? I fired her. And you know what? I did the right thing. Tom Nichols: Now, again, whether he really believes that after glorifying the good numbers that he got is, I think, questionable. And so he's doing the thing that he likes to do as a former business owner, which is firing people who annoy him. And the quickest way to annoy him is to give him bad news. Sam Hawley: And others in the White House are also now trying to explain this sacking, aren't they? Like Kevin Hassett, who's Trump's economic adviser. He was on Fox News echoing Trump's doubts about the job figures. Kevin Hassett, Director of the National Economic Council: If I were running the BLS and I had the biggest downward revision in 50 years, I would have a really, really detailed report explaining why it happened so that everybody really trusted the data. And so I think what we need is a fresh set of eyes at the BLS. Somebody who can clean this thing up. Sam Hawley: Alright, well, Trump's accusing her of being a Biden stooge. Tom Nichols: Yeah. Sam Hawley: I mean, she's not, obviously. Tom Nichols: Yeah. I mean, these are career, you know, civil servants in the American system. At a certain level of seniority, you have to be nominated by the president, who is the head of the executive branch, and then confirmed by the Senate. And this woman was confirmed overwhelmingly in the Senate, including by two US senators whose names happen to be Marco Rubio and JD Vance, who, of course, are now the secretary of state and the vice president. So there was no issue with her being some sort of political stooge. It's pretty hard to find lifelong statisticians who are also political stooges hiding in the American bureaucracy. Sam Hawley: Wow. OK. Because these revised figures, which showed that job growth wasn't what Donald Trump wanted it to be, it doesn't fit with his narrative, I assume, especially as he rolls out these global tariffs. Tom Nichols: Right. You know, Trump creates his own reality. When reality collides with his promises, he says that the reality is fake. The numbers are fake. The reports are fake. The news is fake. People are out to get me. Everything is rigged. And there's a real danger here, because it's not just the president, you know, being annoyed by these numbers. If you undermine the stability and trustworthiness of BLS, of the statistical organisation, businesses across America count on these numbers, as do foreign governments. So basically, Donald Trump is saying, I don't like bad news, so I'm going to basically blind us about what's actually going on at any given moment in the American economy, which suits him just fine, because he will tell his own story about it. But for the rest of us, it's quite dangerous. Sam Hawley: All right, so Tom, let's look further then into what else Donald Trump has been doing when it comes to the American bureaucracy and, of course, truth and facts. We always knew he wanted to get rid of anyone who was critical of his thinking, right? That was part of so-called Project 2025. Just remind me about that. Tom Nichols: Well, Project 2025, it never mentions Donald Trump. It was meant to be a handbook for the next Republican president. Now, of course, they knew that the next Republican president would be Donald Trump. And so this was a document produced at the Heritage Foundation that had an overarching scheme for essentially destroying entire pieces of the American government and its bureaucratic infrastructure. Of course, people always think that sounds good, because who likes the word bureaucracy, right? I mean, you think of bureaucracy and you think about the Department of Motor Vehicles or trying to get your license renewed or something. But here in the United States, as in every developed country, bureaucracy is how the mail gets delivered. It's how labour statistics get compiled and so on. What they really wanted to do, and this is at the heart of a lot of Project 2025, is to get rid of the apolitical servants in the bureaucracy and replace them with Republican conservative political loyalists. And specifically people, of course, by extension, who are going to be loyal to Donald Trump, which then makes the idea of an apolitical administration of a gigantic country of 350 million people impossible, because it's a return to cronyism and political hackery. But that's exactly what the project aims for in what they would call reforming the bureaucracy. Sam Hawley: So tell me, who else has the president deemed to be standing in his way? Who else has he been after? I know, Tom, the list is long, so you might just want to mention the highlights. Tom Nichols: The Department of Justice, which he is hollowing out and destroying piece by piece. The Department of Defense, which is now in the hands of a talk show host. Those are the two big ones that really could have been a problem. That along with, again, an apolitical civil service that says, well, we can't actually break the law. You know, we can't actually engage in politics in the office. But Trump is pushing to destroy all of those regulations. And he's mostly there. I mean, he has the Department of Justice. What he doesn't have are America's judges, who he's trying, of course, to replace through appointments. But even some of his own appointees are fighting him. And so now the Trump administration is really encouraging threats against American judges. I mean, we are really, you know, in the American judiciary is in the fight of its life here to maintain its independence. Unfortunately, a conservative majority on the Supreme Court has decided that Donald Trump is a king and can do whatever he wants. You know, we're in a pretty dicey situation here in the United States. Sam Hawley: And federal scientists too, right? That's really concerning. Tom Nichols: Oh, absolutely. I mean, climate scientists, you know, virologists, epidemiologists. If you had said to me five years ago that Robert F. Kennedy Jr. would be running the Department of Health and Human Services, I would have said that it's a comedy skit on Saturday Night Live. And I wouldn't have believed you. Authoritarian leaders don't like experts. Experts are the people who say, look, you can yell at me and threaten me all day long, but, you know, water is still wet and the sky is still blue. And, you know, people are going to die because of this. I mean, there is going to be real harm to the health and well-being of a lot of Americans because of this kookery that's infested the government now. And again, firing all those civil servants, firing all those government scientists and replacing them with people who want, you know, jobs and nice offices is an important step in that. Sam Hawley: Yeah. And not only sacking people, Tom, I also read that he's trying to change history, rewriting historical documents. Tom Nichols: Well, he was very upset that the Smithsonian Institution had an exhibit about impeachment that included him. And that was taken out. Now, apparently, because of the outcry around that, that he is going to be put back in there, whether he likes it or not, which tells you that if people get angry enough and they make enough noise that, you know, you can have some effect here. Yeah, Trump simply reorders reality whenever he speaks to his liking. And again, he may well know, I mean, at this point, it's so difficult to know what Trump believes and what he imagines or what he confabulates. But he knows that he's speaking to his loyal base. And that base right now is pretty angry with him about the whole Jeffrey Epstein business, which is a whole other drama here in America. So he's trying to throw them all kinds of red meat as fast as he can to try and get their minds off the fact that he didn't fulfill his promise to release all these files about one of his best friends. Sam Hawley: All right, well, Tom, Donald Trump, he's restructuring the bureaucracy to suit his view of the world. Project 2025 was, in essence, a wish list of ways to expand presidential power, if you like. So is that happening in your view? Is Trump becoming more powerful? Tom Nichols: It's hard to say. The best barometer of whether the Republicans and Donald Trump are stronger or weaker is this obvious panic that has overtaken them about losing the House next year. Is he personally more powerful? I don't think so. I think he was probably at the height of his power when he came into office and in those first few months. But there have been so many screw ups and misfires and stumbles that I think, you know, if there was any kind of second term honeymoon, he's mostly squandered that away. And so I think he's still the president of the United States and he is still a force to be reckoned with. But I don't think he's looking quite as powerful as he was even, you know, two or three months ago. Which is not to underestimate him. Because he will do things that other presidents would not. Strangely enough, this Epstein business is the thing that's probably hurt him more than anything. I think he's really worried about his base turning on him. And the only time they've even threatened to turn on him has been over this Epstein business. Sam Hawley: Yeah, interesting. All right. Well, the concern for a long time, of course, has been that Trump will chip away at democracy and democratic norms over his four year term, which is rather long. How much damage could he actually do in that time? Tom Nichols: Oh, he's not chipping away at it. He's jackhammering away at it. The chipping away was in his first term, but that was held in check by people around him who would say things like, Mr. President, you can't do that. Or even more importantly, they would say, Mr. President, I'm not doing that. He learned from that. He has come into office with a bunch of careerists and opportunists and sycophants who are going to do whatever he tells them to do. He's calling for an investigation, for example, into Jack Smith, the special counsel who was looking into his various misdeeds in his first term. And the lawyer who will be the head of that office is a 30 year old guy who got his law degree last year. And he'll do whatever Trump wants him to do. Sam Hawley: Well, Tom, I don't want to be overdramatic, but could he actually succeed then in destroying or at least deeply wounding American democracy? Tom Nichols: Destroying, probably not. One of the strengths of the United States is that we are a sprawling, vast federal system. Donald Trump can say a lot of things, but, you know, New York and California and Illinois and Massachusetts all have their own governors and legislatures. What he can do is encourage the collapse of democracy in pockets. It's one thing to live in Boston. It's another thing to live in Alabama or Louisiana or Mississippi or Texas, where the governor and the legislature are straight up aligned with the president and have decided that if he doesn't like the way the Constitution is written, then they don't like it either. And so I've said in the past, I don't think American democracy collapses from coast to coast. I think it evaporates in pockets. That's where I think the real threats are going to come, is in this kind of cooperation with individual states and governors and legislatures. Sam Hawley: Tom Nichols is a staff writer at The Atlantic. This episode was produced by Sydney Pead. Audio production by Sam Dunn. Our supervising producer is David Coady. I'm Sam Hawley. ABC News Daily will be back again on Monday. Thanks for listening.
The Advertiser
3 hours ago
- The Advertiser
2025 Toyota HiAce LWB review
Toyota HiAce Pros Toyota HiAce Cons The best-selling mid-size van in Australia needs no introduction – it's a staple in the segment, and it wears an all-too-familiar badge. Note: This is an updated version of a review first published in July 2024, as there have been no major changes to specifications since publication, save for some minor price adjustments. We have updated key details, such as pricing, with the most up-to-date information available. You can read the original version of this review here. The Toyota HiAce has existed for a very long time, though this barn door version of the popular commercial van has made its return after an absence of nearly 20 years. It's a welcome addition, bringing extra usability to the already versatile Toyota van range. On test here is the Toyota HiAce LWB Barn Door Panel Van, which has barely changed at all for 2025. It still has its turbo-diesel powertrain and is available in any colour you want, so long as it's French Vanilla. It's a tried and tested formula, and Toyota has rightfully stuck by its guns once again. You know what they say – if it ain't broke… The HiAce van is available with a choice of either a single top-hinged tailgate or a pair of vertically split barn doors, for an extra $750. To see how the HiAce stacks up against its rivals, use our comparison tool It's a commercial van with sizeable proportions, and the inside reflects what it says on the tin. Sure, the cargo hold is a bit bare on account of the metal floor and wooden wall panels, but just look at how much space you get – 6.2 cubic metres of usable capacity. The lack of any upholstery or trim means you don't have to worry about damaging the interior when loading and unloading the HiAce, but that's not to say you can't opt for anything more if you need it. Owners will no doubt be diving through the accessory catalogue to kit out the van suit their needs, and Toyota offers a wide range of goodies like an all-weather cargo liner, various cargo barriers, and canvas seat covers. That makes the HiAce a properly versatile pack mule. On the floor of the HiAce are six heavy-duty eyelets located at the front, middle, and back of the cargo area. These can be used as tie-down points for things like pallets to stop them sliding into the back of the unprotected seats. To test its cargo capability we loaded up a full-size dirt bike for a weekend ride and secured it using the eyelets, which the van handled with ease. It's rated for a 1075kg payload, so the 103kg bike was never going to be an issue. The wide load floor means you'd definitely be able to fit one or two more bikes with a bit of creative arranging, but the extra space we had in our test allowed us to throw in a large gear bag, tools, and extra equipment with plenty of room to spare. It's worth noting there wasn't a huge amount of space between the ceiling and the bike's handlebars, so it was necessary to duck down when loading and unloading. Once it was in, there were no fitment issues to speak of. The inclusion of barn doors on our tester definitely made the process easier, as access is excellent when they're open to their full 180-degree wingspan. They'll happily hold themselves open at 180 degrees, but if you only need them open halfway you'll have to engage a manual strut on each door. The struts are sturdy, and they reside neatly clipped into the back of each door when not in use. If you need to access the van from either side, there are full-height sliding doors included across the range. There are side steps incorporated behind each door, though they eat into floor space at the front of the cargo area. Climbing into the front of the HiAce reveals a driving area that is nicer than you might expect. In fact, if you didn't look over your shoulder you might be forgiven for thinking you were in something like a less-equipped version of a late-2000s Prado. In keeping with the van's utilitarian construction the cabin is a bit bare, but the cloth seats are comfortable, there's loads of room all around, and it's decked out in durable hard plastic with protective rubber floor mats to boot. Much like a late-2000s Prado you get a climate control system that's easily operated by buttons and dials, along with a range of physical controls for the infotainment system and the few driver assist features. There are multiple button blanks scattered around in this spec of HiAce, but they don't stand out. The only two screens are for infotainment and vehicle information, the latter of which is placed between two analogue gauges on the instrument cluster. It displays menus which can be scrolled through using buttons on the steering wheel. The only real downside in here (and it's a small one) is the infotainment system, which is showing its age. It's still more than functional for the average HiAce owner, and the inclusion of built-in satellite navigation is a nice touch. At least with age comes plenty of time to sort bugs, and the whole system worked flawlessly during our week with the car. Elsewhere, there are practical storage options like a large glovebox and centre console bin, and five cupholders all up – three on the dashboard and two on the back of the centre console. There are also two large, flat surfaces in the middle of the cabin, which are perfect for storing paperwork and devices for quick access on the move. It's all laid out logically and makes sense in the context of a work van. To see how the HiAce stacks up against its rivals, use our comparison tool The HiAce is powered by a 2.8-litre four-cylinder turbo-diesel. Most of the range is fitted with a six-speed automatic transmission, while a six-speed manual is available for only the cheapest variant. Our tested fuel economy was more than 2.0 litres per 100km worse than Toyota's claim, even with primarily highway driving over the course of our week with the van. To see how the HiAce stacks up against its rivals, use our comparison tool Our tester was a bog-standard HiAce with no accessories, so it was a bit like driving around in an empty oil barrel. While spacious, the cavernous cargo area with its metal floor, metal walls, and wood panelling is echoey on the move and allows road and driveline noise to make its way inside. Realistically though, it'd be unreasonable to expect this van to be any other way. It's built for a purpose, and it serves that purpose very well exactly the way it is. The on-road experience has even been improved over previous generations, which used to seat occupants on top of the loud engine compartment. That's not the case anymore, as the engine has been moved forward and out of the cabin area underneath a short bonnet. That bonnet also means the HiAce is now safer than it's ever been, as there's more metal between your knees and whatever you might hit. It does come at the expense of front visibility in tight spaces, but I'd argue that's of negligible impact if it means you're more likely to walk away from an accident. Sideways visibility is compromised in this spec of HiAce, as a lack of windows on the sliding doors means you can't see anything over your shoulder if you want to do a head-check. It does come with blind-spot monitoring as standard, but it can be a little unnerving to rely solely on that function when switching lanes on the freeway. Rear windows are included on Crew Van and Commuter variants, though they're geared towards transporting passengers in contrast to the standard LWB van's cargo focus. Without all the interior gear and extra glass, our tester is one of the lightest variants of the whole HiAce range. That means its turbo-diesel engine has no issues getting up to speed. It produces plenty of torque low in the rev range, and doesn't complain if you need to set off in a rush. Give it some throttle at a standstill and you'll notice how it picks up speed effortlessly, especially unladen. Even with a load, it certainly doesn't hang around as it muscles its way through the rev range. The HiAce shares its turbo-diesel engine with the HiLux ute, but it gains a convenient engine stop/start function that helps to save fuel if you're spending a lot of time at a standstill. If you don't want to bother with that, there's a button beneath the climate controls to switch it off. Motoring along in the HiAce proves to be a comfortable experience, as the engine and transmission combination is buttery smooth for a commercial van. The six-speed gearbox means you'll have plenty to work with at low speed, while it allows the engine to tick along at low revs on the highway – both saving fuel and minimising the diesel chatter entering in the cabin. Its long wheelbase and wide stance makes it feel planted on the road, which along with the solid and direct steering makes it easy to drive. If you're used to a normal passenger car, it won't take you long to feel comfortable behind the wheel of the HiAce. In addition to the blind-spot monitoring function, it includes large side mirrors and rear windows on its barn doors for added visibility. Though it lacks adaptive cruise control, the standard cruise function makes it a breeze to chug along on the highway. It's no question the HiAce is a big vehicle given it's nearly two metres wide, but it rarely feels like it's too big. There's a lane-keep assist system to catch you if you drift out of your lane, though instead of gently steering you back on track it'll grab your attention by applying the brakes. It's not the end of the world but it will catch you out, especially if you're on a narrower regional road and need to avoid something like a pothole. To top it all off the HiAce is surprisingly manoeuvrable, with light steering at low speed and that high seating position making it easy to place in tight spaces. It has a solid turning circle too, and the reversing camera makes it easy to back into a parking spot or up to a trailer. All in all it's about as fit for the job as anyone could ever ask it to be. To see how the HiAce stacks up against its rivals, use our comparison tool All HiAce models seat two occupants, except the Crew Van which seats five and the Commuter which seats 12. While opting for the barn doors comes at a premium, you do get improved access to the HiAce's cargo hold and a rear wiper for each door on LWB models. 2025 Toyota HiAce equipment highlights: To see how the HiAce stacks up against its rivals, use our comparison tool The HiAce wears a five-star ANCAP safety rating based on testing conducted in 2019. It also achieved a Gold collision avoidance rating (77 per cent) as part of ANCAP's commercial van safety comparison in 2020. Standard safety equipment includes: Most of the HiAce range, including our tester, has seven airbags. The exceptions are the LWB Crew Van, which has nine, and the Commuter, which has three. The range received Toyota Connected Services in 2022, which includes 24/7 Emergency Call Centre function that relays the vehicle's location in the event of a collision. That function will activate if the vehicle is involved in a collision "that requires intervention", or if an airbag deploys. Alternatively, it can be triggered manually via an SOS button located on the cabin's ceiling. To see how the HiAce stacks up against its rivals, use our comparison tool As with the wider Toyota range, the HiAce is backed by a five-year, unlimited-kilometre warranty. That warranty extends to seven years on the drivetrain if you service your HiAce on time and within the Toyota dealer network. Capped-price servicing is offered for the for six services, which are required every six months or 10,000 kilometres, whichever comes first. Those service intervals might be a touch short for people who might rely the HiAce for work purposes, but at least they're kept easy on the wallet at $310 each. To see how the HiAce stacks up against its rivals, use our comparison tool Unsurprisingly for the omnipresent Toyota brand, its HiAce is an excellent choice for a commercial work van. There are loads of different variants and body configurations to suit your individual needs, and if that isn't enough there's plenty of personalisation to be done via the accessory catalogues. Even without extra bits and bobs added, on the HiAce does a good job keeping the driver comfortable while keeping plenty of space for all sorts of cargo in the back. It might be a bit bare in this trim level, but there's no questioning its practicality. The option of barn doors is an added bonus. If you're going to be utilising loading docks or lifting in cargo with a forklift it's the obvious choice for ease of access. The barn door HiAce works especially well in its specific Panel Van variant too, as you don't have to worry about damaging the interior during commercial use. The beauty of the HiAce lineup is its sheer scope of applications, as there's almost always going to be an option that'll suit you and your needs. Combined with the very capable range-standard turbo-diesel engine, Toyota's van staple will almost certainly have you covered in one way or another. A benefit would definitely be an upgraded infotainment system, and it could also do with longer service intervals, as less time spent at the dealer means less work disruptions. Regardless, if you're in the market for a capable delivery van, the HiAce should still be near the top of your shopping list. CarExpert can save you thousands on a new Toyota HiAce. Click here to get a great dealMORE: Explore the Toyota HiAce showroom Content originally sourced from: HiAce Pros Toyota HiAce Cons The best-selling mid-size van in Australia needs no introduction – it's a staple in the segment, and it wears an all-too-familiar badge. Note: This is an updated version of a review first published in July 2024, as there have been no major changes to specifications since publication, save for some minor price adjustments. We have updated key details, such as pricing, with the most up-to-date information available. You can read the original version of this review here. The Toyota HiAce has existed for a very long time, though this barn door version of the popular commercial van has made its return after an absence of nearly 20 years. It's a welcome addition, bringing extra usability to the already versatile Toyota van range. On test here is the Toyota HiAce LWB Barn Door Panel Van, which has barely changed at all for 2025. It still has its turbo-diesel powertrain and is available in any colour you want, so long as it's French Vanilla. It's a tried and tested formula, and Toyota has rightfully stuck by its guns once again. You know what they say – if it ain't broke… The HiAce van is available with a choice of either a single top-hinged tailgate or a pair of vertically split barn doors, for an extra $750. To see how the HiAce stacks up against its rivals, use our comparison tool It's a commercial van with sizeable proportions, and the inside reflects what it says on the tin. Sure, the cargo hold is a bit bare on account of the metal floor and wooden wall panels, but just look at how much space you get – 6.2 cubic metres of usable capacity. The lack of any upholstery or trim means you don't have to worry about damaging the interior when loading and unloading the HiAce, but that's not to say you can't opt for anything more if you need it. Owners will no doubt be diving through the accessory catalogue to kit out the van suit their needs, and Toyota offers a wide range of goodies like an all-weather cargo liner, various cargo barriers, and canvas seat covers. That makes the HiAce a properly versatile pack mule. On the floor of the HiAce are six heavy-duty eyelets located at the front, middle, and back of the cargo area. These can be used as tie-down points for things like pallets to stop them sliding into the back of the unprotected seats. To test its cargo capability we loaded up a full-size dirt bike for a weekend ride and secured it using the eyelets, which the van handled with ease. It's rated for a 1075kg payload, so the 103kg bike was never going to be an issue. The wide load floor means you'd definitely be able to fit one or two more bikes with a bit of creative arranging, but the extra space we had in our test allowed us to throw in a large gear bag, tools, and extra equipment with plenty of room to spare. It's worth noting there wasn't a huge amount of space between the ceiling and the bike's handlebars, so it was necessary to duck down when loading and unloading. Once it was in, there were no fitment issues to speak of. The inclusion of barn doors on our tester definitely made the process easier, as access is excellent when they're open to their full 180-degree wingspan. They'll happily hold themselves open at 180 degrees, but if you only need them open halfway you'll have to engage a manual strut on each door. The struts are sturdy, and they reside neatly clipped into the back of each door when not in use. If you need to access the van from either side, there are full-height sliding doors included across the range. There are side steps incorporated behind each door, though they eat into floor space at the front of the cargo area. Climbing into the front of the HiAce reveals a driving area that is nicer than you might expect. In fact, if you didn't look over your shoulder you might be forgiven for thinking you were in something like a less-equipped version of a late-2000s Prado. In keeping with the van's utilitarian construction the cabin is a bit bare, but the cloth seats are comfortable, there's loads of room all around, and it's decked out in durable hard plastic with protective rubber floor mats to boot. Much like a late-2000s Prado you get a climate control system that's easily operated by buttons and dials, along with a range of physical controls for the infotainment system and the few driver assist features. There are multiple button blanks scattered around in this spec of HiAce, but they don't stand out. The only two screens are for infotainment and vehicle information, the latter of which is placed between two analogue gauges on the instrument cluster. It displays menus which can be scrolled through using buttons on the steering wheel. The only real downside in here (and it's a small one) is the infotainment system, which is showing its age. It's still more than functional for the average HiAce owner, and the inclusion of built-in satellite navigation is a nice touch. At least with age comes plenty of time to sort bugs, and the whole system worked flawlessly during our week with the car. Elsewhere, there are practical storage options like a large glovebox and centre console bin, and five cupholders all up – three on the dashboard and two on the back of the centre console. There are also two large, flat surfaces in the middle of the cabin, which are perfect for storing paperwork and devices for quick access on the move. It's all laid out logically and makes sense in the context of a work van. To see how the HiAce stacks up against its rivals, use our comparison tool The HiAce is powered by a 2.8-litre four-cylinder turbo-diesel. Most of the range is fitted with a six-speed automatic transmission, while a six-speed manual is available for only the cheapest variant. Our tested fuel economy was more than 2.0 litres per 100km worse than Toyota's claim, even with primarily highway driving over the course of our week with the van. To see how the HiAce stacks up against its rivals, use our comparison tool Our tester was a bog-standard HiAce with no accessories, so it was a bit like driving around in an empty oil barrel. While spacious, the cavernous cargo area with its metal floor, metal walls, and wood panelling is echoey on the move and allows road and driveline noise to make its way inside. Realistically though, it'd be unreasonable to expect this van to be any other way. It's built for a purpose, and it serves that purpose very well exactly the way it is. The on-road experience has even been improved over previous generations, which used to seat occupants on top of the loud engine compartment. That's not the case anymore, as the engine has been moved forward and out of the cabin area underneath a short bonnet. That bonnet also means the HiAce is now safer than it's ever been, as there's more metal between your knees and whatever you might hit. It does come at the expense of front visibility in tight spaces, but I'd argue that's of negligible impact if it means you're more likely to walk away from an accident. Sideways visibility is compromised in this spec of HiAce, as a lack of windows on the sliding doors means you can't see anything over your shoulder if you want to do a head-check. It does come with blind-spot monitoring as standard, but it can be a little unnerving to rely solely on that function when switching lanes on the freeway. Rear windows are included on Crew Van and Commuter variants, though they're geared towards transporting passengers in contrast to the standard LWB van's cargo focus. Without all the interior gear and extra glass, our tester is one of the lightest variants of the whole HiAce range. That means its turbo-diesel engine has no issues getting up to speed. It produces plenty of torque low in the rev range, and doesn't complain if you need to set off in a rush. Give it some throttle at a standstill and you'll notice how it picks up speed effortlessly, especially unladen. Even with a load, it certainly doesn't hang around as it muscles its way through the rev range. The HiAce shares its turbo-diesel engine with the HiLux ute, but it gains a convenient engine stop/start function that helps to save fuel if you're spending a lot of time at a standstill. If you don't want to bother with that, there's a button beneath the climate controls to switch it off. Motoring along in the HiAce proves to be a comfortable experience, as the engine and transmission combination is buttery smooth for a commercial van. The six-speed gearbox means you'll have plenty to work with at low speed, while it allows the engine to tick along at low revs on the highway – both saving fuel and minimising the diesel chatter entering in the cabin. Its long wheelbase and wide stance makes it feel planted on the road, which along with the solid and direct steering makes it easy to drive. If you're used to a normal passenger car, it won't take you long to feel comfortable behind the wheel of the HiAce. In addition to the blind-spot monitoring function, it includes large side mirrors and rear windows on its barn doors for added visibility. Though it lacks adaptive cruise control, the standard cruise function makes it a breeze to chug along on the highway. It's no question the HiAce is a big vehicle given it's nearly two metres wide, but it rarely feels like it's too big. There's a lane-keep assist system to catch you if you drift out of your lane, though instead of gently steering you back on track it'll grab your attention by applying the brakes. It's not the end of the world but it will catch you out, especially if you're on a narrower regional road and need to avoid something like a pothole. To top it all off the HiAce is surprisingly manoeuvrable, with light steering at low speed and that high seating position making it easy to place in tight spaces. It has a solid turning circle too, and the reversing camera makes it easy to back into a parking spot or up to a trailer. All in all it's about as fit for the job as anyone could ever ask it to be. To see how the HiAce stacks up against its rivals, use our comparison tool All HiAce models seat two occupants, except the Crew Van which seats five and the Commuter which seats 12. While opting for the barn doors comes at a premium, you do get improved access to the HiAce's cargo hold and a rear wiper for each door on LWB models. 2025 Toyota HiAce equipment highlights: To see how the HiAce stacks up against its rivals, use our comparison tool The HiAce wears a five-star ANCAP safety rating based on testing conducted in 2019. It also achieved a Gold collision avoidance rating (77 per cent) as part of ANCAP's commercial van safety comparison in 2020. Standard safety equipment includes: Most of the HiAce range, including our tester, has seven airbags. The exceptions are the LWB Crew Van, which has nine, and the Commuter, which has three. The range received Toyota Connected Services in 2022, which includes 24/7 Emergency Call Centre function that relays the vehicle's location in the event of a collision. That function will activate if the vehicle is involved in a collision "that requires intervention", or if an airbag deploys. Alternatively, it can be triggered manually via an SOS button located on the cabin's ceiling. To see how the HiAce stacks up against its rivals, use our comparison tool As with the wider Toyota range, the HiAce is backed by a five-year, unlimited-kilometre warranty. That warranty extends to seven years on the drivetrain if you service your HiAce on time and within the Toyota dealer network. Capped-price servicing is offered for the for six services, which are required every six months or 10,000 kilometres, whichever comes first. Those service intervals might be a touch short for people who might rely the HiAce for work purposes, but at least they're kept easy on the wallet at $310 each. To see how the HiAce stacks up against its rivals, use our comparison tool Unsurprisingly for the omnipresent Toyota brand, its HiAce is an excellent choice for a commercial work van. There are loads of different variants and body configurations to suit your individual needs, and if that isn't enough there's plenty of personalisation to be done via the accessory catalogues. Even without extra bits and bobs added, on the HiAce does a good job keeping the driver comfortable while keeping plenty of space for all sorts of cargo in the back. It might be a bit bare in this trim level, but there's no questioning its practicality. The option of barn doors is an added bonus. If you're going to be utilising loading docks or lifting in cargo with a forklift it's the obvious choice for ease of access. The barn door HiAce works especially well in its specific Panel Van variant too, as you don't have to worry about damaging the interior during commercial use. The beauty of the HiAce lineup is its sheer scope of applications, as there's almost always going to be an option that'll suit you and your needs. Combined with the very capable range-standard turbo-diesel engine, Toyota's van staple will almost certainly have you covered in one way or another. A benefit would definitely be an upgraded infotainment system, and it could also do with longer service intervals, as less time spent at the dealer means less work disruptions. Regardless, if you're in the market for a capable delivery van, the HiAce should still be near the top of your shopping list. CarExpert can save you thousands on a new Toyota HiAce. Click here to get a great dealMORE: Explore the Toyota HiAce showroom Content originally sourced from: HiAce Pros Toyota HiAce Cons The best-selling mid-size van in Australia needs no introduction – it's a staple in the segment, and it wears an all-too-familiar badge. Note: This is an updated version of a review first published in July 2024, as there have been no major changes to specifications since publication, save for some minor price adjustments. We have updated key details, such as pricing, with the most up-to-date information available. You can read the original version of this review here. The Toyota HiAce has existed for a very long time, though this barn door version of the popular commercial van has made its return after an absence of nearly 20 years. It's a welcome addition, bringing extra usability to the already versatile Toyota van range. On test here is the Toyota HiAce LWB Barn Door Panel Van, which has barely changed at all for 2025. It still has its turbo-diesel powertrain and is available in any colour you want, so long as it's French Vanilla. It's a tried and tested formula, and Toyota has rightfully stuck by its guns once again. You know what they say – if it ain't broke… The HiAce van is available with a choice of either a single top-hinged tailgate or a pair of vertically split barn doors, for an extra $750. To see how the HiAce stacks up against its rivals, use our comparison tool It's a commercial van with sizeable proportions, and the inside reflects what it says on the tin. Sure, the cargo hold is a bit bare on account of the metal floor and wooden wall panels, but just look at how much space you get – 6.2 cubic metres of usable capacity. The lack of any upholstery or trim means you don't have to worry about damaging the interior when loading and unloading the HiAce, but that's not to say you can't opt for anything more if you need it. Owners will no doubt be diving through the accessory catalogue to kit out the van suit their needs, and Toyota offers a wide range of goodies like an all-weather cargo liner, various cargo barriers, and canvas seat covers. That makes the HiAce a properly versatile pack mule. On the floor of the HiAce are six heavy-duty eyelets located at the front, middle, and back of the cargo area. These can be used as tie-down points for things like pallets to stop them sliding into the back of the unprotected seats. To test its cargo capability we loaded up a full-size dirt bike for a weekend ride and secured it using the eyelets, which the van handled with ease. It's rated for a 1075kg payload, so the 103kg bike was never going to be an issue. The wide load floor means you'd definitely be able to fit one or two more bikes with a bit of creative arranging, but the extra space we had in our test allowed us to throw in a large gear bag, tools, and extra equipment with plenty of room to spare. It's worth noting there wasn't a huge amount of space between the ceiling and the bike's handlebars, so it was necessary to duck down when loading and unloading. Once it was in, there were no fitment issues to speak of. The inclusion of barn doors on our tester definitely made the process easier, as access is excellent when they're open to their full 180-degree wingspan. They'll happily hold themselves open at 180 degrees, but if you only need them open halfway you'll have to engage a manual strut on each door. The struts are sturdy, and they reside neatly clipped into the back of each door when not in use. If you need to access the van from either side, there are full-height sliding doors included across the range. There are side steps incorporated behind each door, though they eat into floor space at the front of the cargo area. Climbing into the front of the HiAce reveals a driving area that is nicer than you might expect. In fact, if you didn't look over your shoulder you might be forgiven for thinking you were in something like a less-equipped version of a late-2000s Prado. In keeping with the van's utilitarian construction the cabin is a bit bare, but the cloth seats are comfortable, there's loads of room all around, and it's decked out in durable hard plastic with protective rubber floor mats to boot. Much like a late-2000s Prado you get a climate control system that's easily operated by buttons and dials, along with a range of physical controls for the infotainment system and the few driver assist features. There are multiple button blanks scattered around in this spec of HiAce, but they don't stand out. The only two screens are for infotainment and vehicle information, the latter of which is placed between two analogue gauges on the instrument cluster. It displays menus which can be scrolled through using buttons on the steering wheel. The only real downside in here (and it's a small one) is the infotainment system, which is showing its age. It's still more than functional for the average HiAce owner, and the inclusion of built-in satellite navigation is a nice touch. At least with age comes plenty of time to sort bugs, and the whole system worked flawlessly during our week with the car. Elsewhere, there are practical storage options like a large glovebox and centre console bin, and five cupholders all up – three on the dashboard and two on the back of the centre console. There are also two large, flat surfaces in the middle of the cabin, which are perfect for storing paperwork and devices for quick access on the move. It's all laid out logically and makes sense in the context of a work van. To see how the HiAce stacks up against its rivals, use our comparison tool The HiAce is powered by a 2.8-litre four-cylinder turbo-diesel. Most of the range is fitted with a six-speed automatic transmission, while a six-speed manual is available for only the cheapest variant. Our tested fuel economy was more than 2.0 litres per 100km worse than Toyota's claim, even with primarily highway driving over the course of our week with the van. To see how the HiAce stacks up against its rivals, use our comparison tool Our tester was a bog-standard HiAce with no accessories, so it was a bit like driving around in an empty oil barrel. While spacious, the cavernous cargo area with its metal floor, metal walls, and wood panelling is echoey on the move and allows road and driveline noise to make its way inside. Realistically though, it'd be unreasonable to expect this van to be any other way. It's built for a purpose, and it serves that purpose very well exactly the way it is. The on-road experience has even been improved over previous generations, which used to seat occupants on top of the loud engine compartment. That's not the case anymore, as the engine has been moved forward and out of the cabin area underneath a short bonnet. That bonnet also means the HiAce is now safer than it's ever been, as there's more metal between your knees and whatever you might hit. It does come at the expense of front visibility in tight spaces, but I'd argue that's of negligible impact if it means you're more likely to walk away from an accident. Sideways visibility is compromised in this spec of HiAce, as a lack of windows on the sliding doors means you can't see anything over your shoulder if you want to do a head-check. It does come with blind-spot monitoring as standard, but it can be a little unnerving to rely solely on that function when switching lanes on the freeway. Rear windows are included on Crew Van and Commuter variants, though they're geared towards transporting passengers in contrast to the standard LWB van's cargo focus. Without all the interior gear and extra glass, our tester is one of the lightest variants of the whole HiAce range. That means its turbo-diesel engine has no issues getting up to speed. It produces plenty of torque low in the rev range, and doesn't complain if you need to set off in a rush. Give it some throttle at a standstill and you'll notice how it picks up speed effortlessly, especially unladen. Even with a load, it certainly doesn't hang around as it muscles its way through the rev range. The HiAce shares its turbo-diesel engine with the HiLux ute, but it gains a convenient engine stop/start function that helps to save fuel if you're spending a lot of time at a standstill. If you don't want to bother with that, there's a button beneath the climate controls to switch it off. Motoring along in the HiAce proves to be a comfortable experience, as the engine and transmission combination is buttery smooth for a commercial van. The six-speed gearbox means you'll have plenty to work with at low speed, while it allows the engine to tick along at low revs on the highway – both saving fuel and minimising the diesel chatter entering in the cabin. Its long wheelbase and wide stance makes it feel planted on the road, which along with the solid and direct steering makes it easy to drive. If you're used to a normal passenger car, it won't take you long to feel comfortable behind the wheel of the HiAce. In addition to the blind-spot monitoring function, it includes large side mirrors and rear windows on its barn doors for added visibility. Though it lacks adaptive cruise control, the standard cruise function makes it a breeze to chug along on the highway. It's no question the HiAce is a big vehicle given it's nearly two metres wide, but it rarely feels like it's too big. There's a lane-keep assist system to catch you if you drift out of your lane, though instead of gently steering you back on track it'll grab your attention by applying the brakes. It's not the end of the world but it will catch you out, especially if you're on a narrower regional road and need to avoid something like a pothole. To top it all off the HiAce is surprisingly manoeuvrable, with light steering at low speed and that high seating position making it easy to place in tight spaces. It has a solid turning circle too, and the reversing camera makes it easy to back into a parking spot or up to a trailer. All in all it's about as fit for the job as anyone could ever ask it to be. To see how the HiAce stacks up against its rivals, use our comparison tool All HiAce models seat two occupants, except the Crew Van which seats five and the Commuter which seats 12. While opting for the barn doors comes at a premium, you do get improved access to the HiAce's cargo hold and a rear wiper for each door on LWB models. 2025 Toyota HiAce equipment highlights: To see how the HiAce stacks up against its rivals, use our comparison tool The HiAce wears a five-star ANCAP safety rating based on testing conducted in 2019. It also achieved a Gold collision avoidance rating (77 per cent) as part of ANCAP's commercial van safety comparison in 2020. Standard safety equipment includes: Most of the HiAce range, including our tester, has seven airbags. The exceptions are the LWB Crew Van, which has nine, and the Commuter, which has three. The range received Toyota Connected Services in 2022, which includes 24/7 Emergency Call Centre function that relays the vehicle's location in the event of a collision. That function will activate if the vehicle is involved in a collision "that requires intervention", or if an airbag deploys. Alternatively, it can be triggered manually via an SOS button located on the cabin's ceiling. To see how the HiAce stacks up against its rivals, use our comparison tool As with the wider Toyota range, the HiAce is backed by a five-year, unlimited-kilometre warranty. That warranty extends to seven years on the drivetrain if you service your HiAce on time and within the Toyota dealer network. Capped-price servicing is offered for the for six services, which are required every six months or 10,000 kilometres, whichever comes first. Those service intervals might be a touch short for people who might rely the HiAce for work purposes, but at least they're kept easy on the wallet at $310 each. To see how the HiAce stacks up against its rivals, use our comparison tool Unsurprisingly for the omnipresent Toyota brand, its HiAce is an excellent choice for a commercial work van. There are loads of different variants and body configurations to suit your individual needs, and if that isn't enough there's plenty of personalisation to be done via the accessory catalogues. Even without extra bits and bobs added, on the HiAce does a good job keeping the driver comfortable while keeping plenty of space for all sorts of cargo in the back. It might be a bit bare in this trim level, but there's no questioning its practicality. The option of barn doors is an added bonus. If you're going to be utilising loading docks or lifting in cargo with a forklift it's the obvious choice for ease of access. The barn door HiAce works especially well in its specific Panel Van variant too, as you don't have to worry about damaging the interior during commercial use. The beauty of the HiAce lineup is its sheer scope of applications, as there's almost always going to be an option that'll suit you and your needs. Combined with the very capable range-standard turbo-diesel engine, Toyota's van staple will almost certainly have you covered in one way or another. A benefit would definitely be an upgraded infotainment system, and it could also do with longer service intervals, as less time spent at the dealer means less work disruptions. Regardless, if you're in the market for a capable delivery van, the HiAce should still be near the top of your shopping list. CarExpert can save you thousands on a new Toyota HiAce. Click here to get a great dealMORE: Explore the Toyota HiAce showroom Content originally sourced from: HiAce Pros Toyota HiAce Cons The best-selling mid-size van in Australia needs no introduction – it's a staple in the segment, and it wears an all-too-familiar badge. Note: This is an updated version of a review first published in July 2024, as there have been no major changes to specifications since publication, save for some minor price adjustments. We have updated key details, such as pricing, with the most up-to-date information available. You can read the original version of this review here. The Toyota HiAce has existed for a very long time, though this barn door version of the popular commercial van has made its return after an absence of nearly 20 years. It's a welcome addition, bringing extra usability to the already versatile Toyota van range. On test here is the Toyota HiAce LWB Barn Door Panel Van, which has barely changed at all for 2025. It still has its turbo-diesel powertrain and is available in any colour you want, so long as it's French Vanilla. It's a tried and tested formula, and Toyota has rightfully stuck by its guns once again. You know what they say – if it ain't broke… The HiAce van is available with a choice of either a single top-hinged tailgate or a pair of vertically split barn doors, for an extra $750. To see how the HiAce stacks up against its rivals, use our comparison tool It's a commercial van with sizeable proportions, and the inside reflects what it says on the tin. Sure, the cargo hold is a bit bare on account of the metal floor and wooden wall panels, but just look at how much space you get – 6.2 cubic metres of usable capacity. The lack of any upholstery or trim means you don't have to worry about damaging the interior when loading and unloading the HiAce, but that's not to say you can't opt for anything more if you need it. Owners will no doubt be diving through the accessory catalogue to kit out the van suit their needs, and Toyota offers a wide range of goodies like an all-weather cargo liner, various cargo barriers, and canvas seat covers. That makes the HiAce a properly versatile pack mule. On the floor of the HiAce are six heavy-duty eyelets located at the front, middle, and back of the cargo area. These can be used as tie-down points for things like pallets to stop them sliding into the back of the unprotected seats. To test its cargo capability we loaded up a full-size dirt bike for a weekend ride and secured it using the eyelets, which the van handled with ease. It's rated for a 1075kg payload, so the 103kg bike was never going to be an issue. The wide load floor means you'd definitely be able to fit one or two more bikes with a bit of creative arranging, but the extra space we had in our test allowed us to throw in a large gear bag, tools, and extra equipment with plenty of room to spare. It's worth noting there wasn't a huge amount of space between the ceiling and the bike's handlebars, so it was necessary to duck down when loading and unloading. Once it was in, there were no fitment issues to speak of. The inclusion of barn doors on our tester definitely made the process easier, as access is excellent when they're open to their full 180-degree wingspan. They'll happily hold themselves open at 180 degrees, but if you only need them open halfway you'll have to engage a manual strut on each door. The struts are sturdy, and they reside neatly clipped into the back of each door when not in use. If you need to access the van from either side, there are full-height sliding doors included across the range. There are side steps incorporated behind each door, though they eat into floor space at the front of the cargo area. Climbing into the front of the HiAce reveals a driving area that is nicer than you might expect. In fact, if you didn't look over your shoulder you might be forgiven for thinking you were in something like a less-equipped version of a late-2000s Prado. In keeping with the van's utilitarian construction the cabin is a bit bare, but the cloth seats are comfortable, there's loads of room all around, and it's decked out in durable hard plastic with protective rubber floor mats to boot. Much like a late-2000s Prado you get a climate control system that's easily operated by buttons and dials, along with a range of physical controls for the infotainment system and the few driver assist features. There are multiple button blanks scattered around in this spec of HiAce, but they don't stand out. The only two screens are for infotainment and vehicle information, the latter of which is placed between two analogue gauges on the instrument cluster. It displays menus which can be scrolled through using buttons on the steering wheel. The only real downside in here (and it's a small one) is the infotainment system, which is showing its age. It's still more than functional for the average HiAce owner, and the inclusion of built-in satellite navigation is a nice touch. At least with age comes plenty of time to sort bugs, and the whole system worked flawlessly during our week with the car. Elsewhere, there are practical storage options like a large glovebox and centre console bin, and five cupholders all up – three on the dashboard and two on the back of the centre console. There are also two large, flat surfaces in the middle of the cabin, which are perfect for storing paperwork and devices for quick access on the move. It's all laid out logically and makes sense in the context of a work van. To see how the HiAce stacks up against its rivals, use our comparison tool The HiAce is powered by a 2.8-litre four-cylinder turbo-diesel. Most of the range is fitted with a six-speed automatic transmission, while a six-speed manual is available for only the cheapest variant. Our tested fuel economy was more than 2.0 litres per 100km worse than Toyota's claim, even with primarily highway driving over the course of our week with the van. To see how the HiAce stacks up against its rivals, use our comparison tool Our tester was a bog-standard HiAce with no accessories, so it was a bit like driving around in an empty oil barrel. While spacious, the cavernous cargo area with its metal floor, metal walls, and wood panelling is echoey on the move and allows road and driveline noise to make its way inside. Realistically though, it'd be unreasonable to expect this van to be any other way. It's built for a purpose, and it serves that purpose very well exactly the way it is. The on-road experience has even been improved over previous generations, which used to seat occupants on top of the loud engine compartment. That's not the case anymore, as the engine has been moved forward and out of the cabin area underneath a short bonnet. That bonnet also means the HiAce is now safer than it's ever been, as there's more metal between your knees and whatever you might hit. It does come at the expense of front visibility in tight spaces, but I'd argue that's of negligible impact if it means you're more likely to walk away from an accident. Sideways visibility is compromised in this spec of HiAce, as a lack of windows on the sliding doors means you can't see anything over your shoulder if you want to do a head-check. It does come with blind-spot monitoring as standard, but it can be a little unnerving to rely solely on that function when switching lanes on the freeway. Rear windows are included on Crew Van and Commuter variants, though they're geared towards transporting passengers in contrast to the standard LWB van's cargo focus. Without all the interior gear and extra glass, our tester is one of the lightest variants of the whole HiAce range. That means its turbo-diesel engine has no issues getting up to speed. It produces plenty of torque low in the rev range, and doesn't complain if you need to set off in a rush. Give it some throttle at a standstill and you'll notice how it picks up speed effortlessly, especially unladen. Even with a load, it certainly doesn't hang around as it muscles its way through the rev range. The HiAce shares its turbo-diesel engine with the HiLux ute, but it gains a convenient engine stop/start function that helps to save fuel if you're spending a lot of time at a standstill. If you don't want to bother with that, there's a button beneath the climate controls to switch it off. Motoring along in the HiAce proves to be a comfortable experience, as the engine and transmission combination is buttery smooth for a commercial van. The six-speed gearbox means you'll have plenty to work with at low speed, while it allows the engine to tick along at low revs on the highway – both saving fuel and minimising the diesel chatter entering in the cabin. Its long wheelbase and wide stance makes it feel planted on the road, which along with the solid and direct steering makes it easy to drive. If you're used to a normal passenger car, it won't take you long to feel comfortable behind the wheel of the HiAce. In addition to the blind-spot monitoring function, it includes large side mirrors and rear windows on its barn doors for added visibility. Though it lacks adaptive cruise control, the standard cruise function makes it a breeze to chug along on the highway. It's no question the HiAce is a big vehicle given it's nearly two metres wide, but it rarely feels like it's too big. There's a lane-keep assist system to catch you if you drift out of your lane, though instead of gently steering you back on track it'll grab your attention by applying the brakes. It's not the end of the world but it will catch you out, especially if you're on a narrower regional road and need to avoid something like a pothole. To top it all off the HiAce is surprisingly manoeuvrable, with light steering at low speed and that high seating position making it easy to place in tight spaces. It has a solid turning circle too, and the reversing camera makes it easy to back into a parking spot or up to a trailer. All in all it's about as fit for the job as anyone could ever ask it to be. To see how the HiAce stacks up against its rivals, use our comparison tool All HiAce models seat two occupants, except the Crew Van which seats five and the Commuter which seats 12. While opting for the barn doors comes at a premium, you do get improved access to the HiAce's cargo hold and a rear wiper for each door on LWB models. 2025 Toyota HiAce equipment highlights: To see how the HiAce stacks up against its rivals, use our comparison tool The HiAce wears a five-star ANCAP safety rating based on testing conducted in 2019. It also achieved a Gold collision avoidance rating (77 per cent) as part of ANCAP's commercial van safety comparison in 2020. Standard safety equipment includes: Most of the HiAce range, including our tester, has seven airbags. The exceptions are the LWB Crew Van, which has nine, and the Commuter, which has three. The range received Toyota Connected Services in 2022, which includes 24/7 Emergency Call Centre function that relays the vehicle's location in the event of a collision. That function will activate if the vehicle is involved in a collision "that requires intervention", or if an airbag deploys. Alternatively, it can be triggered manually via an SOS button located on the cabin's ceiling. To see how the HiAce stacks up against its rivals, use our comparison tool As with the wider Toyota range, the HiAce is backed by a five-year, unlimited-kilometre warranty. That warranty extends to seven years on the drivetrain if you service your HiAce on time and within the Toyota dealer network. Capped-price servicing is offered for the for six services, which are required every six months or 10,000 kilometres, whichever comes first. Those service intervals might be a touch short for people who might rely the HiAce for work purposes, but at least they're kept easy on the wallet at $310 each. To see how the HiAce stacks up against its rivals, use our comparison tool Unsurprisingly for the omnipresent Toyota brand, its HiAce is an excellent choice for a commercial work van. There are loads of different variants and body configurations to suit your individual needs, and if that isn't enough there's plenty of personalisation to be done via the accessory catalogues. Even without extra bits and bobs added, on the HiAce does a good job keeping the driver comfortable while keeping plenty of space for all sorts of cargo in the back. It might be a bit bare in this trim level, but there's no questioning its practicality. The option of barn doors is an added bonus. If you're going to be utilising loading docks or lifting in cargo with a forklift it's the obvious choice for ease of access. The barn door HiAce works especially well in its specific Panel Van variant too, as you don't have to worry about damaging the interior during commercial use. The beauty of the HiAce lineup is its sheer scope of applications, as there's almost always going to be an option that'll suit you and your needs. Combined with the very capable range-standard turbo-diesel engine, Toyota's van staple will almost certainly have you covered in one way or another. A benefit would definitely be an upgraded infotainment system, and it could also do with longer service intervals, as less time spent at the dealer means less work disruptions. Regardless, if you're in the market for a capable delivery van, the HiAce should still be near the top of your shopping list. CarExpert can save you thousands on a new Toyota HiAce. Click here to get a great dealMORE: Explore the Toyota HiAce showroom Content originally sourced from:
Daily Telegraph
4 hours ago
- Daily Telegraph
AFL news Collingwood veteran Jeremy Howe knocked out in horror clash with Hawthorn's Jai Newcombe at the MCG
Don't miss out on the headlines from AFL. Followed categories will be added to My News. Jeremy Howe was taken to hospital after a horror head clash in the early stages of Hawthorn's 64-belt thrashing of Collingwood on Thursday night. After a relatively even first quarter, the Hawks put the foot down in the second, kicking seven goals to one for the term to break open a 39-point lead at the long break. It was more of the same after halftime as the Hawks recorded an important 17.8 (110) to 6.10 (46) win, but a shocking incident just over one minute into the first quarter stunned the MCG. FOX FOOTY, available on Kayo Sports, is the only place to watch every match of every round in the 2025 Toyota AFL Premiership Season LIVE in 4K, with no ad-breaks during play. New to Kayo? Join now and get your first month for just $1. Mitch Lewis took a mark and kicked the ball into space coming out of Hawthorn's defence, leading to a chase between Howe and Newcombe. The two players arrived at about the same time and made a huge impact, with returning Pies star Howe seemingly knocked out instantly and left flat on his back as Newcombe collapsed on all fours. 'Lewis puts it into a turnover situation and Newcombe and Howe collide in front of the benches,' Mark Howard said on Fox Footy. Watch the incident in the video player above Jai Newcombe (left) and Jeremy Howe collided heavily early in the match. (Photo by Michael Willson/AFL Photos via Getty Images) 'They're both down, Howe looks worst of all, Newcombe holding his head. Big clash.' David King said immediately: 'They've got to stop the game. They've got to stop the game. He's out.' Jack Riewoldt added: 'Oh, Jeremy Howe has not moved.' Howe, 35, was making his return to the Collingwood side following three weeks out with a groin injury. 'Back into the side for the first time since round 18, such an important player,' Howard said. 'It was a ball positioned directly between the two of them. Howe was out cold while Newcombe was also rocked by the impact. (Photo by) Newcombe then checked on the Collingwood veteran. (Photo by Michael Willson/AFL Photos via Getty Images) 'Newcombe cannoned into Howe coming in the opposite direction and it was an enormous clash between the two.' The game was stopped for more than five minutes as Collingwood's medical staff attended to Howe before he was placed on a stretcher. The veteran put his hands to his face and was then seen moving his fingers as a medicab took him from the ground to applause from the big crowd. 'Yeah it's a car crash,' King said during a replay of the incident. 'Credit to both players, Howe bodylined the ball and Newcombe put himself in harm's way. 'Incredibly brave but he just had a head clash there. It's sickening to watch. Teammates check on Howe as he leaves the ground. (Photo by) Nick Watson kicked two first-half goals for the Hawks. Picture: Michael Klein 'This is what these guys subject themselves to at the highest level. A clash at that speed.' King was then thinking of those watching on when he added: 'Just remember, these guys, they get the very best of care. 'Unbelievable medical expertise out there and it's tough to watch for family and friends at home, but this is what these guys do.' Howe was immediately subbed out of the game, while Newcombe was also assessed by the Hawthorn medical staff before returning to the match midway through the first term. A Pies fan watching on tweeted what many were thinking: 'Oh my, Jeremy Howe you've just come back! I hope you are OK!' The shocking moment may have rocked the Pies, who were unable to find any sort of form over the first half. Leigh Montagna was damning in his assessment of Collingwood at the long break. 'They've dominated every facet Hawthorn, but Collingwood look really ordinary,' he said on Fox Footy. 'They look clunky with their ball movement, they're being outworked, they look disorganised, they look vulnerable. 'They've been exposed and Craig McRae's got some serious thinking to do.' The Pies were unable to stem the tide as questions grow over their premiership hopes, while the Hawks have solidified their shot at September. Originally published as 'It's a car crash': Horror collision between Jeremy Howe and Jai Newcombe stuns the MCG
