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Hilux technical details

2005-06-10 14:36

The new Hilux, as part of Toyota's trend setting IMV project, boasts a clean sheet design that builds on the heritage of the Hilux as a class benchmark for robust durability.

The vehicle features an advanced exterior design that exudes toughness. Styling cues were dictated by the requirement for functional good looks that would also provide a low drag characteristic to aid fuel economy and assist in reducing wind noise.

Two body styles are available, Single and Double Cab, both in long wheelbase form.

A larger overall size, overall length is up by 150 mm and width by 60 mm, has seen the Single Cab loadbox grow substantially moving into a position of class leadership in terms of volume carrying capacity.

Fundamental to the IMV design is a rugged new chassis that shares the same ladder type design as its predecessor but is bigger in overall dimensions and in the dimensions of its side members.

Side rails

The double box side rails go up from 60 mm in width to 90mm while the height goes up from 120 mm to 160 mm. An additional cross member is added to the chassis to reduce torsional twist and improve the handling characteristics.

High strength steel is used for the chassis which, together with the larger section size and additional cross member, improves the overall rigidity and strength of the chassis. The number of welds has been reduced to improve both quality and durability.

A light but highly rigid and high strength body is mounted to the chassis. High tensile steel is used in liberal amounts.

In areas that might be susceptible to corrosion, rust resistant steel is used extensively. Corrosion resistance is further enhanced by the use of a joint-less outer side body panel.

The new Hilux is designed around an impact absorbing body structure that feeds both frontal and side impact crash energy through the structure while providing a high level of cab integrity and thus safety for the occupants.

Shock absorbing structures are built into the roof garnish. The brake pedal is designed to fold away from the footwell in the event of a severe frontal impact to reduce intrusion into the driver's foot area.


A 'break away' bracket is fitted to the steering column to allow this to move away from the driver if a large force is exerted on the steering wheel.

The impact absorbing design of the cab works in conjunction with impact absorbing structures included in the chassis design.

The NVH (Noise Vibration Harshness) characteristic of the previous model Hilux was rated as class leading.

Using this as a benchmark the IMV engineering team set new NVH targets for this new model and has achieved the objective with a significant reduction in noise and vibration across the operating range.

Resonance emanating from the rear of the cab has been reduced as has vibration and resonance from the floor. Strategically placed melt pads further dampen interior noise and vibration.

Wind noise has been reduced by increasing the tilt of the windscreen and revising door parting lines. The shape of the exterior mirrors has been optimised for reduced wind noise.

With the new chassis design comes a total rework of the Hilux suspension. Front suspension is now by coil springs rather than torsion bars and a new double wishbone layout with low-mount type upper arm has been adopted.

Suspension travel

The coil spring layout provides for ample suspension travel and excellent ride comfort.

Revised front suspension geometry improves straight line stability and overall driving characteristics. Excellent braking stability is achieved as well with these changes to the geometry.

Throughout the suspension design process the IMV engineering team has focused on good response through the use of the light but durable components.

The rear suspension has also been the subject of a significant rework. For the latest Hilux a leaf spring and twin tube shock absorber layout has been adopted.

The leaf springs have been tuned to emphasise ride comfort irrespective of vehicle load. This is particularly noticeable in a light load condition.

Engine speed sensing power steering has been adopted across the range. A rack and pinion system provides excellent steering feel. On 4x4 derivatives a shock limiting valve is fitted.

A new generation of Toyota petrol and diesel engines is specified for the new Hilux and for the first time ever this new model enters the market without any engine carry over from the previous model.

Clean burning

These new clean burning engines offer improved power and operating efficiency across the board and have been specified with the larger size of the new Hilux in mind.

Three new petrol engines, four cylinder units in 2.0 and 2.7 litre capacities, and a 4.0 litre V6 are used to power the various Hilux petrol derivatives.

All are equipped with VVT-i (Variable Valve Timing intelligent) and electronic fuel injection.

The VVT-i system optimises the engine intake valve timing according to driving conditions to ensure the best balance between performance and fuel economy with smooth engine performance throughout the rev range.

The 1TR-FE 2-litre engine produces 100 kW at 5 600 r/min with peak torque of 182 Nm at 4 000 r/min. The 2TR-FE 2.7 litre engine, with twin balance shafts for smooth operation, produces 118 kW at 5 200 r/min and maximum torque of 241 Nm at 3 800 r/min. Both these engines have 16-valve cylinder heads.


In both these engines the latest technology has been adopted to focus on utility with top class performance. A roller rocker arm design with a low friction characteristic has been adopted in the advanced VVT-i valve train to assist in optimising fuel efficiency.

Optimum materials have been specified throughout and all dimensions have been optimised with a view to obtaining the highest levels of engine efficiency and reliability.

A lightweight engine was the design target and in pursuit of this all components have been optimally designed with a high level of integration and extensive use of resin components where possible.

Rotating and reciprocating parts have been optimised for light weight. A simplified, single serpentine belt system has been adopted for the ancillary drive.

Both these engines comply with European STEP II emission regulations.

For the first time Toyota South Africa will offer a large displacement V6 engine in the Hilux range.


The 1GR-FE 4.0 litre V6 engine has a 24-valve DOHC configuration. This engine is specified with different power and torque characteristics depending on whether it is for use with a manual or automatic transmission.

In manual transmission guise maximum power is 175 kW at 5200 r/min with 343 Nm of torque available from 2 400 r/min through 4 800 r/min.

The automatic specification engine produces the same maximum power but has a higher torque rating of 376 Nm at 3 800 r/min.

This engine has a compact and lightweight design and makes use of an aluminium cylinder block.

As with the smaller four-cylinder engines a compact serpentine belt system is used to drive ancillaries. Resin material is used in a number of components to reduce weight.


Advanced technologies are used in this engine for optimised performance and economy. All working clearances and dimensions as well as materials have been carefully specified to optimise performance and efficiency together with reliability and durability.

The 1GR-FE 4.0 litre V6 produces a purposeful engine note but offers the quiet overall operating characteristic expected of the premium product in the Hilux range. This engine complies with European STEP III emission regulations.

Two new generation D-4D common rail direct injection diesel engines have been introduced with the new Hilux. Capacities are 2.5 litres and 3.0 litres.

Both these engines are designed to deliver top-level fuel efficiency together with smooth and responsive acceleration from low engine speeds right through the medium and high speed ranges.

Both these four-cylinder diesels are fitted with aluminium cylinder heads.

Two levels

The 2KD-FTV unit is a 2.5 litre four cylinder turbocharged engine with 16-valve DOHC cylinder head. Two specification levels of this engine are available. In both instances the maximum power is 75 kW at 3 600 r/min.

Maximum torque for the normal specification version is 200 Nm available from 1 400 r/min through to 3 400 r/min. The Hi-spec version of this engine produces 260 Nm of torque between 1600 r/min and 2400 r/min.

A lightweight and compact conventional turbocharger is used for top performance.

The electronically controlled common rail type fuel injection system used on these engines provides exceptional fuel management with a microcomputer controlling the injection pressure, injection timing and the volume of the fuel charge.

The system consists of a high pressure supply pump, injectors, the common rail feeding the injectors and the high pressure piping connecting the components.

Fuel delivery is controlled by an EDU (Electronic Driving Unit) that activates each injector at precisely the right time to inject a measured high pressure fuel charge drawn from the common fuel rail directly into each cylinder.


An array of sensors continually feeds information to a microcomputer that exercises comprehensive control over the fuel pressure in the common rail, and over the injection timing and volume.

The high degree of control flexibility that is typical of these engines enhances engine output and fuel efficiency while reducing NOx and particulate emissions. Combustion noise is also reduced.

The 1KD-FTV engine is a 3.0 litre four cylinder turbocharged and inter-cooled engine, also with a 16-valve DOHC configuration.

Maximum power is 120 kW at 3 400 r/min and peak torque of 343 Nm is delivered between 1 400 r/min and 3 200 r/min.

This engine shares the electronically controlled common rail type fuel injection technology used on the 2.5 litre engine and adds variable nozzle vane technology to the turbocharger system.

This variable vane system is used to adjust the flow speed and pressure of the exhaust gas that flows into the turbine. This allows the balance between exhaust back pressure and boost pressure to be optimised based on engine demand.

Variable nozzle

A DC servo motor is used to operate the variable nozzle vane for effective control.

Vehicles fitted with the 1KD-FTV diesel engine are equipped with a fuel cooler. This all aluminium cooler is fitted in the fuel return system to reduce the temperature of the fuel as it leaves the high pressure rail.

Although Toyota has previously released an automatic transmission in limited numbers on one version of the Hilux (during the 1970s), this latest model release features the first high volume venture into the top end market sector with an automatic transmission option.

This newly developed compact and light weight 5-speed automatic transmission is offered in tandem with the 4.0 litre V6 engine and offers excellent performance, fuel efficiency, smooth shifting and low noise levels.

Electronic control provides for AI (Artificial Intelligence) shift control for comfortable driving with the transmission adapting the shift pattern according to road conditions and the driver's perceived intentions.

On manual transmissions synchromesh is now fitted to the reverse gear to eliminate grating when this gear is selected. The shift mechanism has been optimised for a smooth gear shift and precise action.

On four-wheel drive models shift on the fly transition from 4x2 to 4x4 mode is enhanced with a self engaging front differential.

  • Hilux is all-new from the ground up
  • Hilux - a proud history
  • Local suppliers rise to the challenge
  • Hilux - built in SA for global markets
  • Built by people the Toyota way
  • Beyond evolution - the latest Hilux is all new

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