The South African motoring landscape was a very different place in the late-1960s. Our dominant small cars (and most of the larger ones) originated in Europe, and for load-carriers and or commercial vehicles, we looked towards Australia and the USA. So just imagine the mirth that must have ensued when a relatively unknown Japanese brand started selling small, one-ton bakkies in South Africa. However, through perseverance and constant evolution, the Toyota Hilux for sale grew to become the dominant force in the local market.

Toyota’s glory days were still some years in the future when the Hilux arrived on local shores, back in 1969. Sure, they’ve achieved moderate success with cars like the Corona Mk II, but they were far from the roaring success they are today. Their products mainly appealed to early adopters and buyers with a taste for the unusual, with the conservative majority of customers rather sticking to more established brands.

In the beginning
Predictably, the first Hilux was a bit player among the local pick-ups for sale. How could it not be, with its puny 1.6-litre engine, cramped cabin, and diminutive footprint? Back then, real bakkies came from the USA, and generally carried a Ford or Chevrolet badge, with the near-indestructible Peugeot 404 LCV catering for those who wanted something smaller. Besides, fuel was abundant and affordable, so why even bother with this little Japanese oddball truck?

This trend lasted well into the 1970s, by which time the first fuel crisis prompted some local customers to consider the new wave of compact Japanese offerings. It was during this time that the Mazda B-series, Datsun 620 and Chevy LUV started their rise to prominence as well, signalling that the market’s priorities had already started shifting to the smaller side of bakkie-dom.

Growing the brand
But, with the arrival of the third-generation Hilux in 1979, Toyota’s commercial offering really found traction in South Africa. By this time, many buyers had started to accept, albeit grudgingly, that the Japanese were, in fact, capable of making hard-working and durable bakkies – for proof, they could just look at all the older Hiluxes still plying their trade.

Meanwhile, new models from the American brands had dried up, as the Ford F-Series and Chevrolet C/K trucks eventually left our shores. This left local customers with little choice other than to embrace the newer, smaller alternatives. But, once they’d sampled the new Japanese products, most owners had to concede that these compact bakkies actually did their jobs as well as their burly American predecessors managed – only with fewer breakdowns and lower running costs.

Generation 4: the long-lived one
Toyota may not have realised this when the fourth-generation Hilux arrived here in 1983, but this was to become their longest-living Hilux yet. It was also a bit of a pioneer when it introduced the combination of a diesel engine, four-wheel drive, and a double-cab configuration to the local market. Why did this generation of Hilux endure so long in South Africa? Because our local content laws would have made it prohibitively expensive to unveil the follow-up model in 1989.

Instead, this long-running Hilux was treated to continual updates until its eventual demise in 1997. Along the way, it received the 2.4-litre petrol engine from the Cressida, while power steering and air conditioning were added as well. This Hilux also saw the introduction of the "Raider" nameplate, which still graces the top-spec derivatives to this day.

Entering the new millennium in style
When the sixth-generation Hilux appeared in 1997, the Toyota faithful saw it as a revelation. Independent front suspension arrived for the first time in the local Hilux, along with a punchy 2.7-litre, multi-valve and fuel-injected engine. Its success was predictable and immediate, and helped the Hilux to wrestle the crown as our best-selling bakkie back from the Isuzu KB.

The improvements didn’t end there, either. The seventh-generation Hilux arrived in 2004, and brought with it some rather tasty upgrades. For starters, range-topping variants could now be had with a potent 4.0-litre V6 engine, while the diesel range included the highly-regarded 3.0 D4-D powerplant.

Meanwhile, growing in all directions meant that this Hilux (named Vigo in some markets) became a practical option as a family vehicle as well. This generation also had some notable offspring, with the Fortuner’s success being largely as a result of the Hilux’s excellent reputation, and the Quantum minibus drawing from the same parts bin to become a mainstay in our taxi industry. It also eventually marked the introduction of a SuperCab variant – something most of its competitors have had for a few years by then.

Generation 8: building on a solid foundation
Rather than an all-new design, the eighth (and current) generation Hilux was a comprehensive evolution of its predecessor. Launched here in 2015, the Hilux (also known as the Revo) shares almost nothing with the one that came before, yet maintains the old model’s general dimensions and improves on its strengths. One area did receive a lot of attention, and that is comfort: with revised suspension and a more rigid frame, the Hilux could finally boast class-competitive ride quality and refinement.

As has become the norm for the Hilux, there’s a bewildering array of possible body-, engine- and drivetrain permutations. But, while the leisure/family market is well catered-for, its main aim remains true to its heritage: the Hilux is a hard-working, well-made, and durable bakkie – only now with less punishment for the occupants’ backsides.

The current range
As is the norm with the strongest-selling bakkie ranges in South Africa, the Hilux offers a wide selection of variants – at last count, no fewer than 33 different Hiluxes graced the price list. Most of these derivatives are fuelled by diesel, with only four petrol-powered derivatives on offer: a 2.0-litre four-cylinder in the two entry-level single-cab variants, a 2.7-litre four-cylinder in the low-trim double-cab, and a 4.0-litre V6 in the range-topping 4x4 double-cab Raider. The four-cylinder petrol can only be had with a 5-speed manual gearbox, and the V6 comes only with the 6-speed automatic.

The other 29 Hiluxes are powered by diesel engines in three flavours. The 2.4GD produces 110 kW and 343 Nm, and comes paired with a 5-speed manual, while the 2.4GD-6 also produces 110 kW but receives a torque boost to 400 Nm to go with its 6-speed gearboxes (either manual or automatic). Meanwhile, the top-spec 2.8GD-6 produces 130 kW and either 420 Nm (with a manual) or 450 Nm (with an automatic gearbox).

Prices for used Toyota Hilux models are reasonable at Group 1 Cars and the vehicles are all certified pre-owned models, which means they’re still reliable and rugged!

Trim levels
There is clear differentiation between the smaller-engined/lower-trim workhorse Hiluxes and the large-engined leisure-oriented variants. On the lower end of the range, you’ll find Base, S, SR and SRX variants, with the 2.4GD and 2.0 petrol only being available in single-cab Base trim. Standard equipment in Base models run towards power steering, central locking, ABS and 3 airbags (dual frontal and driver’s knee airbags), with air-conditioning being the only available add-on.

Moving one step up the range will get you an "S", which includes standard air-con, an audio system and multi-function steering wheel, with either the 2.4GD-6 or 2.7 petrol drivetrains, both in double-cab format. The next level up is the "SR", which comes as a single- or double-cab, and only with the 2.4GD-6/manual combination and either 4x2 or 4x4 drivetrains. It’s equipped much like the S, but adds stability control to the mix.

One level below the Raider is the 2.4GD-6 SRX, which is available as either an automatic or a manual, in all three body types, and with both 4x2 or 4x4 drivetrains. These variants add a trip computer, touchscreen infotainment system, 17-inch alloy wheels, and the newest front-end styling to the mix. The SRX is probably the best choice for those who prefer at least some creature comforts in their workhorse bakkies.

The 2.8GD-6 drivetrain appears in the range-topping Raider variants, with either 4x2 or 4x4 and with both manual- and automatic gearboxes. The only petrol Raider is the aforementioned 4.0 V6 automatic double-cab, although the diesels can be had in any of the 3 body types. Standard equipment (in addition to SRX trim) includes climate control, 18-inch alloy wheels, navigation, LED headlamps, an uprated infotainment system, and 7 airbags for all variants except the single cab.

Into the future
Seeing as the current Hilux is only 4 years old now, there’s still a good amount of life left in it. Expect some minor trim upgrades and maybe a facelift, along with a few limited-edition specials, to appear in the near future – it’s time for a Hilux Legend 50, for instance, and there will probably be a new Dakar edition along soon as well.

Toyota also promises a GR (Gazoo Racing) special edition soon, with uprated suspension and (most likely) a few styling add-ons, meant to conquer some Ranger Raptor sales. But for the rest, the next few years are unlikely to see any major shake-ups in the Hilux range. Why mess with a winning recipe?


Article source: https://secondhandvehicles.weebly.com/journal/toyota-hilux-everything-you-want-need-to-know