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Allan Whiting6 Jun 2011
ADVICE

Buying a used Toyota HiLux (pre-2005)

There are more HiLuxes on the Aussie 4x4 scene than any other vehicle, so there are always plenty of decent used ones to choose from

The HiLux 4x4 has undergone four major model changes since its introduction to Australia early in 1979.

The first series, known as the RN and LN models, came initially with a 2.0-litre 18R petrol engine, then a year later, a 2.2-litre L diesel. Four-speed transmissions were standard.

New bodywork, introduced in late 1983 on YN65 and LN65 models, covered an engine upgrade to the 2.0-litre petrol 3Y engine and the 2.4-litre 2L diesel.

Two years later, the 3Y was replaced by the 2.2-litre 4Y engine in YN67 models and was also the powerplant for the then-new 4Runner. Five-speed transmissions were standard on all variants.

The next bodywork change came in late 1988. The petrol-powered RN versions were powered by a 2.4-litre 22R engine – already seen in the petrol Bundera – and diesel LN models came with a new 3L, 2.8-litre diesel.

The previous-shape HiLux was launched in late 1997, with a choice of twin-cam 2.7-litre petrol or 3.0-litre diesel power.

The petrol donk put out a respectable 108kW at 4800rpm and had peak torque of 235Nm at 4000rpm. Although it was touted as the leading 4WD ute petrol engine on the market it was a busy engine that needed revs to perform.

The 3.0-litre 5L diesel was a bored-out development of the previous model’s 2.8-litre 3L, with maximum power of 65kW at 4000rpm and peak torque of 197Nm at 2400rpm.

The 5L engine had much-needed improvements to cylinder head and block cooling, and also adopted a larger fan than the 3L engine. The head gasket design was also improved.

The durability and cooling system changes were exploited by many owners, who fitted after-market turbochargers to their 3.0-litre diesels.

Live front axles were replaced across the board by independent front suspension with wishbones and half-shafts – previously only available on SR5 variants. The automatically disconnecting front differential (ADD) was carried over from the previous SR5 models.

Dual airbags, seat belt pre-tensioners and three-channel ABS brakes were optionally available. The ABS system was designed to switch off when speed dropped to 10km/h, so as not to compromise off-road braking at low speeds.

The new cab was 30mm higher and 50mm longer on Double Cab models. The Xtra Cab scored an additional 80mm in cab length.

Unfortunately, although fuel tank capacity was increased over the previous model’s the tanks on all variants were still too small: 77 litres for Standard and Xtra Cab HiLuxes and only 66 litres in the case of Double Cabs.

TURBO-DIESEL ARRIVES
In early 2000 Toyota released a turbo-diesel option. The 1KZ-TE engine came with a larger radiator, a cross-flow aluminium cylinder head, water-cooled turbocharger, electronic fuel injection and twin balance shafts.

Output went up to 85kW at 3600rpm and peak torque jumped to a then class-leading 295Nm at 2400rpm.

This more powerful 3.0-litre was bolted in front of a R151F manual transmission that was lifted from the LandCruiser 100 Series.

The turbo-diesel option was available on the single cab ute and cab/chassis and on the Double Cab ute. Pricing in 2000 was $38,020, $36,930 and $43,160, respectively.

The next HiLux upgrade came when Toyota released a detuned version of the Prado’s 3.4-litre V6 to replace the 2.7-litre petrol four across the board.

Maximum power from the 5VZ-FE engine was 124kW at 4600rpm, with peak torque of 291Nm at 3600rpm. Toyota claimed that there was 250Nm available in the band from 1600rpm through to 4800rpm.

The standard transmission behind the V6 was a R150 five-speed manual, but an A340F four-speed automatic transmission option was available on Xtra Cab, Double Cab and Double Cab SR5 ute models.

Pricing in 2002 was $37,040, $36,840 and $44,040, respectively.

Other 2002 HiLux mechanical changes included exhaust gas recirculation valves on the diesel and turbo-diesel models and recalibrated rear suspensions on Double Cab versions.

The frontal appearance of the HiLux was changed by a new bonnet and grille, with ‘edge’ styling.

Double Cab petrol and diesel SR5 specifications were upgraded in 2002 to include height-adjustable driver’s seats, a rear sports bar, a four-speaker CD sound system, power windows and mirrors, remote central locking, a chrome exterior package, side steps and aluminium wheels shod with 255/70R15 LT tyres.

That’s pretty much how it stayed until the current-shape HiLux was introduced in 2005.

WHAT BREAKS?
The HiLux has always been a very reliable workhorse, with most major troubles caused by overloading, abuse or lack of maintenance.

Many standard cab/chassis were expected to work as hard as LandCruisers, which they were not designed to do.

The four-speed models didn’t like to run at 120km/h, but a lot were driven that hard, with their little 18R engines spinning like crazy, so they wore out rapidly.

A harmonic balancer problem with 3Y and 4Y petrol engine models mainly shows up in three-belt models with air conditioning. The balancer can work loose and mangle the end of the crankshaft, which used to mean a major repair, but there's a way of repairing the end of the shaft.

HiLux diesels don’t like revving over 3000rpm and pre-electronic-injection versions overfuel and overheat if pushed.

The underslung HiLux rear axle poses a propshaft angle problem if cambered leaves lift the chassis more than 50mm. The rear propeller shaft on some models has a rubber-mounted centre bearing, which is prone to wear.

Most cardan joint troubles are caused by too much lift, physical damage by rocks or lack of proper greasing in the joint.

HiLux axles are much more lightly built than LandCruiser items, so the housings are more easily deformed by overloading and abuse, causing symptoms like leaking half-shaft seals and CV joints.

HiLux utes don't like water, with water entry into the transfer case being a common problem. Diesels are also easily affected by water entry into the air inlet, causing severe engine damage. A snorkel is an essential accessory on a diesel HiLux.

Well maintained HiLux diesels give little trouble. Even after-market turbocharged diesels are usually reliable, if the job has been done properly and oil and filter changes have been regular.

Timing belts need to be replaced every 80-100,000km, but there's no easy way of knowing if the job has been done, so a new belt is a good investment.

The HiLux's inner mudguards are quite thin, so any auxiliary gear mounted inside the engine bay needs to be fitted carefully. Battery boxes often crack the inner guard metal.

AFTERMARKET ADD-ONS
The HiLux is the traditional 4WD ute market leader, so there’s a wealth of aftermarket gear available.
As an ex-HiLux owner I can recommend fitting a Detroit Locker into the rear axle, to control wheel spin on and off road, and an ARB Air Locker in the front end.

Locked axles give better traction in severe off-road conditions and protect vulnerable CV joints from spin-related damage.

A set of remote breathers helps keep water out of the transmissions and diffs.

A Long-Ranger 130-litre tank gives a diesel HiLux a 1000km touring range and a Kaymar swing-away rear bar can carry a second spare.

A suspension upgrade is a good idea, incorporating a maximum 50mm height increase.

If you’re running your HiLux well under its gross mass rating you’ll find that a set of Prado 7x16 steel wheels will fit nicely.

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Written byAllan Whiting
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