History of The Toyota Hilux

10/9/2015
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History of the Toyota Hilux

MARCH 30, 2015
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See also:
History of Toyota cars
History of the Toyota Camry
History of the Toyota Carina
History of the Toyota Celica
History of the Toyota Corolla: Foundations of a world-beater
The history of the Toyota Hilux spans seven generations, during which the pick-up has earned a reputation
as one of the worlds most trusted and reliable commercial vehicles. Having survived extreme environments
in that Arctic and Antarctic and all points in between the credentials of this ultra-tough machine are
proven beyond doubt. And as Europes best-selling pick-up it is clearly the workhorse of choice for many
http://blog.toyota.co.uk/historyofthetoyotahilux
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businesses.
Yet despite its no-nonsense approach, the Hilux package has gradually developed over the years to become
a complete motoring solution, bridging the gap between work use and everyday driving needs.
Partnership Agreement
Technically, the history of the Toyota Hilux begins outside of Toyota Motor Corporation. Instead, the Hilux
finds its roots in the Briska line of small pick-ups made by Japanese commercial vehicle manufacturer Hino
Motors since 1961. Toyotas history with pick-ups dates back to the SB model of 1947 but halfway through
production of the second-generation Briska, Toyota partnered with Hino Motors and pushed forward minor
model improvements.
The Hino Briska was renamed the Toyota Briska from 1967, signalling a refocusing of the Hino brand towards
production of medium- to heavy-duty commercial vehicles instead.
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Arrival Of The Fittest

It was March 1968 when Toyota dealerships in Japan took delivery of the first genuine Toyota Hilux pick-up.
This new model bore the N10 chassis code, and although it was conceived by Toyota, the new Hilux
continued to be engineered and built at Hino Motors Hamura Plant.
Upon its launch, the Hilux swelled Toyotas light-duty pick-up range from two to three separate models, the
new pick-up joining the existing Corona and Masterline (Crown). The latter two were car-based derivatives
and Toyota moved swiftly to phase them out so as to delineate between Toyotas light commercial vehicle
range and its passenger cars.
The new Hilux its name a contraction of high and luxury utilised a separate frame construction with a
double wishbone/coil spring suspension set up at the front and rigid axle/leaf spring arrangement at the
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rear.
At the outset, the Toyota Hilux began as a short-wheelbase model powered by a four-cylinder 1.5-litre Rseries petrol engine with a column-shift, four-speed manual gearbox driving the rear wheels. Just over a year
into production in April 1969, the Hilux range was grew (literally) to include a long-wheelbase model.
February 1971 witnessed the arrival of a gutsier 1.6-litre version that replaced the base engine. Passenger
capacity was for three people sat abreast on a bench seat.
For the important North American market, Toyota made some unique changes. To begin with, the Hilux
name wasnt used instead, the pick-up was simply badged as the Toyota Truck to prevent confusion over
its name and purpose. The American market only received larger 1.9- or 2.0-litre R-series powerplants, and
only the short-wheelbase chassis with its 1.85m long bed was offered to buyers.
See also:
History of the Toyota Land Cruiser (Station Wagon models)
History of the Toyota Land Cruiser (Heavy and Light duty models)
History of the Toyota MR2
A More Comfortable Stretch

The second-generation Hilux was launched in May 1972 for the 1973 model year, and marked the models
introduction to the UK market. Essentially a reworked version of its predecessor, the N20 series featured an
updated body with slightly extended wheelbases, more comfortable interior and carry-over engine range.
Also improved for the second-generation were Hiluxs safety features it now had servo-assisted dual brake
master cylinders and load-sensing brake proportioning valves. And soon after launch, the North American
market saw the introduction of a long-wheelbase model with a 2.25m loading bed (see comparison below
between N10 and N20 series load bays). A column-mounted four-speed manual gearbox was the standard
transmission setup, though buyers were now able to specify a floor-mounted gearshift, deleting the threeperson bench in favour of two individual seats.
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A higher specification model was introduced to some markets from 1974 onwards, offering a more powerful
2.0-litre R-series engine and optional three-speed automatic gearbox, the first of its kind ever fitted to the
Hilux.
This move upmarket was mirrored in the US in 1975 with the introduction of a larger 2.2-litre motor and SR5
trim designation, along with the option of a five-speed manual gearbox. In October 1975 the 2.0-litre engine
was deleted in all other markets, consolidating the Hilux to one 1.6-litre unit to meet new emissions
standards.
Versatile Equipment
Versatility was the watchword for the third-generation N30 series Hilux when it went on sale in September
1978. Regardless of model there were now three standard-length and four long-wheelbase derivatives the
third-gen Hilux was designed to offer saloon-like specification and ride comfort. This led to an evolution of
the predecessors double wishbone front suspension that replaced the coil springs for a torsion bar.
Significantly, a new top-of-the-range Super Deluxe model was introduced from launch; its extended cab was
90mm longer than standard, significantly improving interior space. The Super Deluxe was later
supplemented with a full double-cab version with four doors and two rows of seats. All higher-grade models
received front disc brakes as standard, and buyers could now specify a Toyota-embossed tailgate. Many of
these improvements were borne out of Toyotas careful study of the US market, where the Truck routinely
doubled as a passenger car and leisure vehicle. Even the cover of the Japanese brochure for the Hilux
proclaimed that it was born in Japan, raised in the US.
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The new dual-purpose nature of Hilux was reinforced by the first four-wheel drive model in October 1979,
which adopted the driveline and gearbox transfer case from the 40-series Land Cruiser allied to a reworked
version of the now-reinstated 2.0-litre R-series petrol engine. Diesel power followed with a 2.2-litre L-series
engine, available for the first time in both rear- and four-wheel drive formats.
Toyota further emphasised Hiluxs lifestyle usage in 1981 when the maker partnered with Winnebago
Industries and two other vehicle body manufacturers in the US market to produce SUV-type recreational
vehicles. Based on the four-wheel drive Truck chassis cab, these companies added different fibreglass bodies
to the steel framework around the rear wheels.
In fact, the success of these early walkthrough conversions led directly to Toyotas launch of the Hilux-based
4Runner and Hilux Surf station wagon models which appeared early in the fourth-generations life cycle.
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See also:
History of the Toyota Previa
History of the Toyota Prius
History of the Toyota RAV4
History of the Toyota Supra
Hilux Meets SUV

Toyota released the fourth-generation N40 chassis Hilux in November 1983, and for a while it was available
alongside its predecessor, which remained on sale in the domestic market as a rear-wheel drive base model.
However, the newer generation vehicle was immediately characterised from its older sibling by its
attractively blistered arches and renewed interior. What didnt change was its reputation for nearindestructibility; a fact that was underlined by BBC Top Gear in its unsuccessful attempts to kill one hardworked example.
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Single- and double-cab versions were available from launch, including a new raised-bed model with three
bottom-hinged sides. These additions increased the number of Hilux variations from 17 to 20.
Buyers of rear-wheel drive models could choose from four engines 1.6- or 1.8-litre petrol, and 2.2- or 2.4litre diesel while four-wheel drive models used either a 2.0-litre petrol or the largest 2.4-litre diesel.
Since the launch of the N40, the worldwide market for recreational vehicles had grown exponentially, with
SUVs like the Ford Bronco and Nissan Pathfinder suddenly appearing on forecourts.
Toyota reacted swiftly and with simplicity by modifying the short-frame bed of the Hilux, removing the
bulkhead from the back of the cab, adding a one-piece fibreglass-reinforced plastic canopy, fitting a bench
seat in the back, and softening the rear suspension.
Larger engines were fitted, including 2.4-litre turbo and 3.0-litre V6 petrol engines, though the larger
dimensions of these units required the development of a wider front track and the switch from a solid front
axle to an independent set up.
The vehicle that resulted from this unforeseen refresh was launched to the world from May 1984 onwards as
either the Hilux Surf (domestic market) or 4Runner essentially a three-door station wagon with off-road
capability similar to that of the Land Cruiser. Toyota also adopted modifications from the A-pillar forwards
throughout the entire Hilux range.
See also:
History of the Toyota Starlet
History of the Toyota Yaris
Refining The Concept

September 1988 marked the introduction of the new fifth-generation N50 chassis Hilux, with revised
bodywork that represented many visual and physical improvements over the outgoing version.
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Built to the three core concepts of power, sturdiness and comfort, the new models interior was far more carlike in terms of its equipment level and dashboard design. Outside, the exterior bodywork now featured
integrated window sashes in the doors and a one-piece loading bay that eliminated the worry about rust
developing in the seams.
Finally, four-wheel drive models received distinctive arch flares that widened the overall body by 40mm,
while rear-wheel drive models had a narrower style with traditional flat-sided front wings and rear quarter
panels.
The engine range similarly differentiated between four- and rear-wheel drive models; the latter either
received a new 1.8-litre Y-series petrol or 2.4-litre L-series diesel, the former a gutsier 2.0-litre Y-series or 2.8litre diesel. Later in the N50s production the engine range of the rear-wheel drive models was upgraded to
match that of the four-wheel drive versions.
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Meanwhile, the 3.0-litre V6 petrol engine was reserved for double-cab models and the second-generation
Surf/4Runner, and in answer to diversifying customer needs, the number of rear-wheel drive models
available with the four-speed automatic gearbox was increased.
The second-generation Hilux Surf/4Runner arrived for the 1990 model year, again built on the Hilux platform;
indeed, the models were almost identical from the B-pillar forward. However, whereas the first-generation
model had a simple FRP structure on top of the pick-up bed, the new car featured a fully integrated steel
body with five doors (a three-door was available during the first half of the production cycle but is very rare)
and all-new coil sprung rear suspension.
This model was discontinued in 1995, and from its third-generation onwards the Hilux Surf/4Runner
switched to use the Land Cruiser Prado platform.
Further changes were in store for the N50 Hilux across worldwide markets. Toyota forged a partnership with
Volkswagen in 1989 to further its presence in Europe, after which the German manufacturer launched the
Taro, a barely-disguised badge-engineered version of the Hilux. The decision was also made that when the
N50 ceased production, the US market would switch from the Hilux/Truck range to the larger, more
genuinely truck-like Tacoma pick-up.
Sixth Sense
With the multipurpose Hilux Surf/4Runner line now forging ahead independently, Toyota gently refocused
the new sixth-generation Hilux pick-up range (N60 chassis code) into two clear branches business use and
personal use.
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The range was introduced in Japan in September 1997 and is easily distinguished from previous generation
models by a swage line that gently tapers downwards toward the front indicators. Once again it was
available with two- or four-wheel drive transmission and either single- or double-cab body configurations.
The engine line-up consisted of 2.0- and 2.7-litre four-cylinder petrol units as well as 2.4-litre turbo and 3.0litre naturally aspirated diesels.
Personal-use models were now borderline sporty, equipped with additional equipment and devices to better
suit their recreational intentions, such as a longer and taller cabin with improved sound insulation. Businessuse models, on the other hand, were more basic and offered lower specification levels.
The biggest change for the sixth-generation was that all Hilux models now came with independent front
suspension the first time in the history of the Toyota Hilux. A solid axle may have been the traditional setup
for off-road use but contemporary Land Cruiser models had proved the effectiveness of independence
without sacrificing too much suspension travel, while delivering huge improvements in ride quality and
handling.
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Arguably this development helped the sixth-generation Hilux recapture its lead in the commercial one-ton
pick-up market. This status was immortalised in July 2004 when the UK range expanded to include a new
high-spec Invincible model, though that may have had something to do with the recent airing of the Top Gear
programme mentioned earlier.
Current Standings
Based on a modified version of the N60s ladder frame underpinnings, the current seventh-generation N70chassis Hilux has significantly grown in stature to become classified as a mid-size pick-up (the platform has
also been adapted into an SUV for the Toyota Fortuner model). This change gifted the car with greater road
presence, interior space, and load capacity all improvements identified from customer reports.
Perhaps more than any other Hilux generation, this seventh iteration has seen numerous, successive
improvements throughout its life, enabling the model to consistently exceed consumer needs and evertightening emissions standards.
For instance, soon after its October2005 launch in the UK, a third body style was inserted between the singlecab two-door and double-cab four-door variants. Called the Extra Cab, it offers seating for four behind just
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two doors and a longer load bay than that of the traditional double-cab.
A new twin-cam 3.0-litre 16-valve D-4D diesel engine became available in January 2007 to supplement the
existing 2.5-litre D-4D, thereby elevating the entire range to Euro 4 emissions standards.
Soon afterward, this modern unit was put to the ultimate test of reliability by successfully powering Top
Gears latest assault on the Hiluxs reputation to the North Magnetic Pole a first for any motor vehicle.
Further challenges saw the Hilux provide transport for an expedition to the South Pole and climb an erupting
volcano in Iceland to retrieve lava samples, both of which it survived. Little wonder the Invincible grade
remained available in this generation too.
A comprehensive re-style was applied in October 2011 for the 2012 model year, encompassing smoother
architecture from the A-pillar forwards. Inside, the upper dashboard is new and houses the latest versions of
the Toyota Touch multimedia system for all mid- and high-grade models. Finally, the two diesel engines now
meet Euro 5 emissions regulations while being more powerful and economical than ever before.
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Toyota clearly has no intention of Hilux losing its reputation as the complete and super-tough motoring
solution.
See also:
History of the Toyota 2000GT
History of the Toyota Camry
History of the Toyota Carina
History of the Toyota Celica
History of Toyotas compact MPV models
History of the Toyota Corolla
History of the Toyota Land Cruiser (Station Wagon models)
History of the Toyota Land Cruiser (Heavy and Light duty models)
History of the Toyota MR2
History of the Toyota Prius
History of the Toyota RAV4
History of the Toyota Sports 800
History of the Toyota Supra
History of the Toyota Starlet
History of the Toyota Yaris
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COMMENTS (7)
RUKHSAR ALI
15/23
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RUKHSAR ALI
September 24, 2014 at 13:13
Hilux hl3 2.4 2012 mpg and

3.0mpg can anyone help me please
REPLY
DAVID CROUCH
Hi Rukhsar
Thanks for your post.
If you are concerned with the fuel consumption of your Toyota Hilux
then we recommend that you get in touch with your nearest Toyota
dealer who will be able to advise regarding a fuel consumption test for
you.
Hope this helps.
REPLY
AYAD
toyota is bettercar of the world

i like its very much
REPLY
YOYO MA
November 1, 2013 at 07:09
Proud owner of an ugly brown 1987 std. model short bed Toyota. Was
researching stake bed construction when I came across this article.
Great write up, very elaborate and succinct. These little trucks are
damn near indestructible except for the rust. I paid $100 for mine. It
only had 120K when I got it last year, and though its ugly outside, the
frame is solid and mechanically its top notch. Ive done a lot of work,
replacing rotten brake lines and such, and look forward to having it
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for a long time. Brings back nostalgic memories of my uncles blue

86. It was his first brand-new vehicle and served him well for many
years and nearly 400K of service.
REPLY
DAVID CROUCH
November 1, 2013 at 12:08
Hi Yoyo
Thanks for post and good to hear about your Hilux. Glad you like the
article.
Great to hear your story about Hilux ownership and that your 87 model
is still going strong.
Best wishes
REPLY
KIM JONG-IL
August 29, 2013 at 11:57
Vile-looking, a defender is far better
REPLY
DERVDAVE
August 28, 2013 at 19:11
I luv `em
REPLY
LEAVE A REPLY
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Toyota Hilux
Vehicle specs
Acceleration 0-62 mph (s) 13.3
Maximum Speed (mph) 106
Fuel Economy Combined (mpg) 38.7
CO2 Combined (g/km) 194
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THE OFFICIAL BLOG OF TOYOTA GB

ADD YOUR COMMENT

Arrival Of The Fittest

A More Comfortable Stretch

Hilux Meets SUV

Refining The Concept

Toyota celebrates its 75th anniversary

What is Toyota bringing to the

#ThrowbackThursday: April 2014

History of the Toyota Previa

< PREVIOUS POST

Hilux hl3 2.4 2012 mpg and

toyota is bettercar of the world

for a long time. Brings back nostalgic memories of my uncles blue

Vile-looking, a defender is far better

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