The Toyota Hilux pickup truck has cemented its place as one of the most iconic vehicles to emerge from Japanese manufacturer Toyota. Its reputation for excellence in quality control and dependability has made it a best-seller for decades.
In South Africa, the Hilux has become more than just a vehicle; it's a symbol of reliability and resilience, deeply ingrained in the country's automotive landscape. Mzansi's motorists feel such a sense of ownership towards the bakkie that one may be forgiven for thinking Toyota’s global mid-sized bakkie is inherently South African, right down to its bolts. Considering that the Hilux has been a critical transport cog that helped the local economy turn over for decades, that’s not surprising.
The Toyota Hilux came from humble beginnings as an inconspicuous little utility truck not made by Toyota at all. Back in the 1960’s Hino were making both commercial vehicles and passenger cars based on the French Renault 4CV. During the 1960’s Toyota and Hino entered into discussions with a view to working together on the Briska light truck.
This version of the Briska was the Hino FH series that was given the Toyota model code GY10. The newly minted “Toyota” Briska arrived in Toyota dealerships in early 1968 and it boasted twin headlights and a 1,251 cc in-line four cylinder engine delivering 62 bhp, which was slightly uprated from the original Hino specification.
The Early Years: First and Second Generations
The first generation of the Toyota Hilux entered production in March 1968 and was an improved version of the Briska, engineered and manufactured by Hino. The model designation was the RN10 and the new Hilux boasted a 2R 1.5 liter (1,490 cc) in-line four cylinder engine producing 76 hp. That engine was mated to a four speed manual gearbox which used a column mounted gear lever.
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The suspension of the Hilux was kept conventional with a design that would be familiar to the sort of customers Toyota was aiming the vehicle at. North American market Hilux were treated to different engines than for global markets. For 1969 the North American Toyota Hilux was fitted with a 3R 1.9 liter (1,897 cc) in-line four cylinder producing 84 hp.
One effect of the introduction of the Hilux was to enable Toyota to phase out their existing Crown and Corona based pickups/utilities. During this period Toyota reasoned that they wanted the names Crown and Corona associated with passenger cars, not commercial vehicles. Despite being named “Hilux”, which was short for “High Luxury”, the Toyota Hilux did not actually live up to that name. It may have been a little bit more comfortable than a military Land Rover, but it was by no means luxurious.
For the second generation of the Hilux Toyota decided to give the little utilitarian truck more comfort. The long wheelbase version was made available in the North American market with the introduction of this second generation series. Available transmissions for the Hilux were expanded from the standard all synchromesh four speed manual to provide an optional 5 speed manual or three speed automatic.
Not only were there more transmission options but buyers could opt for either column or floor shift gear-levers. The second generation Hilux was not only made to go however but also to stop efficiently. The name “Hilux” was not used in all markets. In the United States the main competitor for the Toyota was the Datsun Truck which was well established in the market by the time the Hino made Toyota arrived.
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Third and Fourth Generations: Introducing 4WD and More
In the four-wheel-drive version the front independent suspension was replaced with a live axle and leaf springs, much like one might find on a Series Land Rover, but the Toyota Hilux had a little “Easter Egg” hiding under the floor in the form of a gear driven RF1A transfer case which could have additional transfer cases installed creating a dual or even triple transfer case arrangement with extremely low gearing.
The third generation Hilux introduced the “crew-cab” dual-cab option so the vehicle not only had a decent load space on the back but also became a quite comfortable five seater four door passenger car. Not only was the crew-cab/dual-cab provided but Toyota entered into a relationship with a number of US camper makers, including Winnebago Industries and Griffith, to make a fiberglass covered section for the rear of the vehicle, making it something like the Ford Bronco or Chevrolet Blazer.
The conventional two-wheel-drive Hilux retained its fully independent front suspension and leaf spring live-axle rear end and saw some restyling, most notably the change from dual to single headlights. The four-wheel-drive Hilux were fitted with the larger 18R 2.0 liter (1,968cc) SOHC engine at minimum.
A new body style, the Xtracab, was introduced which provided an extra six inches of storage space behind the front seat: a perfect and discreet place for fitting in such items as a rifle case or flat tool box. This was to be the Hilux that would co-star in the most memorable movie of the 1980’s, “Back to the Future”.
The big improvements were hidden underneath the vehicle, especially the four-wheel-drive version which only kept its leaf-spring beam-axle front set up for the first year of production before being upgraded to the Hi-Trac independent front torsion-bar suspension. Gasoline/petrol engines included a Y 1.6 liter (1,626 cc) and 3Y 2.0 liter (1,998 cc) emissions controlled units at the small end of the scale, but there were much larger and more powerful engines made available.
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The first of these new engines was the 22R-E, a fuel injected upgrade of the familiar 2.4 liter (2,366 cc) in-line four cylinder producing 105 hp at 4,800 rpm with 136 lb/ft of torque at 2,800 rpm. People are always wanting more however, and Nissan had decided to fit a V6 gasoline/petrol engine in their truck, and so Toyota decided to do the same.
It was during production of the fourth generation Hilux that Toyota introduced the 4Runner model, which was also called the Hilux Surf in some markets.
The Hilux in South Africa: A History of Production and Popularity
In South Africa however, our Hilux manufacturing history begins in 1984 when the first locally produced model, the N50, N60 and N70 rolled off the production line at Toyota South Africa's plant. This model was available in double and single cab configurations and was used extensively by every sector of society, including the South African police, the army, farmers, businesses and some leisure buyers.
Catering for so many buyers meant that Toyota had to make the Hilux available with a range of engines, and you'll find a collection of petrol engines starting with a 1.6, 2.0, 2.2, 2.4 and the 3.0 V6. The fourth-generation Hilux is still very popular on South African roads, with many businesses, farmers and general enthusiasts still enjoying them. Given their long production run, you can still find many of them on the used market.
In 1998, Toyota SA introduced the sixth generation, choosing to forgo the fifth generation, which was released internationally by keeping the fourth-generation model in production due to local content laws. In typical Toyota fashion, this model was available in a host of configurations, ranging from your basic 2x4 single cab right up to the top of the range double-cab 4x4.
The top of the range models were appointed with far more luxuries as Toyota shifted into the burgeoning leisure market. This model was sold until 2005 and became extremely popular, which is reflected in the pricing.
Fifth and Sixth Generations: New Engines and Last Japanese Production
The fifth generation of the Hilux included the N80, N90, N100 and N110 models. The fifth generation models remained based on the fourth generation but brought in new body styles. In 1991 Toyota began manufacturing the Hilux at its New United Motor Manufacturing Incorporated plant which it shared in cooperation with General Motors. This would continue until the ending of Hilux manufacturing in the US in 1995 and its replacement with the new Tacoma.
For the vehicles manufactured for other markets the engines for the fifth generation included some old familiar friends and some new faces. Moving on up from the small engines was the 22R-E 2.4 liter (2.366 cc) SOHC with electronic fuel injection carried over from the fourth generation.
Two diesel engines were offered for the fifth generation Hilux: a 2.4 liter, and a 2.8 liter. So this was an engine that would produce the same sort of unexciting road performance as the small 1.8 liter gasoline units but which possessed a healthy low down torque so useful when the going gets soft and boggy, or the load is heavy: this engine was fitted from 1989-1997.
The sixth generation Hilux were the N140, N150, N160, and N170 and would be the last that would be built in Japan, and the last for the Japanese market. With the ever increasing demand for emissions controlled but highly efficient engines this model saw a lot of new power plants dropped into this tried and true survivor.
The next gasoline/petrol engine up from that was the 2RZ-FE 2.4 liter (2,438 cc) inline four cylinder equipped with double-valves (i.e. 16 valves) producing 142 hp. Up from that was the 3RZ-FE 2.7 liter (2,693 cc) inline four double-valve engine producing 150 hp and used exclusively in four-wheel-drive-models.
Seventh and Eighth Generations: Modernization and Continued Success
Following the success of the sixth-generation model, Toyota introduced the new AN10, AN20 and AN30 models that they pushed even further into the leisure market while still maintaining their reputation as builders of reliable bakkies. The seventh-generation still catered for the “normal” bakkie owner, with long and short-wheelbase models being made available. Together with the single and double-cab, a new extended cab model was also added to the range.
By the advent of the seventh generation of the Hilux manufacturing had been moved to Thailand, ensuring that the vehicle continued to be manufactured in the heart of Asia where so many are sold. The body style was dramatically modernized, the interior now actually lived up to the “High Luxury” description. Under the hood could be found a variety of engines depending on the country in which the vehicle was sold. Not content with that but the Australians were also treated to a supercharged 302 hp version in the Toyota Racing Development Hilux 4000S and 4000SL models.
The engine line-up included 2.0 and 2.7 petrol four-cylinder models and a 4.0 V6. The diesel options included the 2.4 and the now legendary D4-D in both 2.5 and 3.0. The transmission options on offer also highlighted the shift towards the leisure market. Prices for lower spec seventh-generation models with the D4-D are still in the R100,000 bracket, and the higher-spec double-cab Raider models still trade around R140,000.
2015 saw the introduction of the new eighth-generation AN120 and AN130 models and with it somewhat controversial styling. Like the models before, you can expect your range of work-horse models, with the majority of them available in single and the extended cab body style known as the Xtra cab.
The engine line-up now consists of three petrol engines, a 2.0, 2.7 and a 4.0 V6. The diesel engines, on the other hand, range from 2.4 to 2.8. The Hilux has been facing stiff competition from the Ford Ranger as of late, but it still retains its hardcore band of followers and an unwavering reputation for reliability. The Hilux is also one of the slowest depreciating vehicles in our series.
The Hilux is also one of the slowest depreciating vehicles in our series. The Toyota Hilux began life as an inexpensive and spartan little work truck made by Hino, and went on to earn itself a reputation as a dependable and affordable vehicle for situations where things were going to get tough, and the Hilux could be depended on to keep right on going.
Toyota were able to correctly assess what people were looking for in a practical vehicle and made the Hilux to fulfill those needs despite that requiring coverage of a wide spectrum. The Hilux retains the title of “the car Top Gear could not destroy”.
Hilux Generations at a Glance
| Generation | Years | Notable Features |
|---|---|---|
| 1st (RN10) | 1968-1972 | 1.5L engine, basic utility truck |
| 2nd (RN20) | 1972-1978 | Improved comfort, long wheelbase option |
| 3rd | 1978-1983 | Crew-cab option, collaboration with camper makers |
| 4th | 1983-1988 | Xtracab, fuel-injected engines, independent front suspension |
| 5th (N80, N90, N100, N110) | 1988-1997 | New body styles, NUMMI production |
| 6th (N140, N150, N160, N170) | 1997-2005 | Last Japanese production, new engines |
| 7th (AN10, AN20, AN30) | 2005-2015 | Modernized body, production in Thailand |
| 8th (AN120, AN130) | 2015-Present | Controversial styling, advanced features |
South Africa’s sense of ownership about all things Hilux is rooted in the fact that the bakkie is built here too - at Toyota factory's south of Durban. The renowned Dakar racing Hilux V8s are designed and fabricated locally, in Midrand. All told, Hilux is the definitive South African vehicle.
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