SA’s best-selling vehicle, the Toyota Hilux is set to be replaced by an all-new model in 2026. Should you consider the outgoing generation as a used buy?
The Toyota Hilux is more than a bakkie in South Africa – it’s become a national icon. The eighth-generation model, launched locally in May 2015 and still going strong ahead of the ninth iteration’s 2026 launch, redefined the double-cab segment with sharper styling, turbodiesel grunt, and a ladder-frame toughness when it arrived. For used buyers, it’s a resale rockstar, combining a work-ready payload capacity (up to 1 000 kg) with 3 500 kg (braked) towing muscle – all backed by Toyota’s three-year/90 000 km warranty and nine services/90 000 km service plan.
In SA, the Hilux dominates local sales charts. Over 30 000 units are shifted annually, but abuse (read: careless driving) and urban short trips can brew diesel dramas. Assembled at Toyota’s Prospecton plant in Durban, the eighth-gen Hilux (AN120/130 series) arrived as a ground-up redesign, ditching the its seventh-generation predecessor’s styling for a bolder grille, independent front suspension, and coil-spring rears on 4x4s for better ride compliance. Measuring 5 315 mm long (double-cab), with a 3 085 mm wheelbase, it is available in single, Xtra, and double-cab body styles.
The 2020 facelift sharpened the nose, added a new 8.0-inch infotainment touchscreen, and boosted the 2.8 GD-6 to 150 kW/500 N.m (in six-speed automatic models; six-speed manual derivatives produces the same amount of power, but 420 N.m of torque). A 2024 update brought 48 V mild-hybrid tech to the 2.8-litre mill, revised mounts for improved NVH suppression, and Toyota Safety Sense (TSS) on higher-specced derivatives. No hybrids or electrics yet, but this will be addressed with the all-new model. Indeed, with the ninth generation, Toyota will introduce the Hilux BEV (battery-electric vehicle).
- Related: New Toyota Hilux Officially Revealed
A rundown on the Toyota Hilux (eighth generation)
The eighth-gen Hilux bowed in South Africa in 2015, evolving the workhorse into a lifestyle contender without softening its edges. With a kerb weight of around 2 100 kg (double-cab 4×4), it hauls a 835 kg payload (double-cab, single and Xtra cabs are more) and tows 3 500 kg braked, with 700 mm wading depth and 286 mm ground clearance for when travelling off the beaten track. The ladder-frame chassis received stiffer mounts for less flex, while the 2020 facelift retuned springs and shocks for smoother unladen rides.
In SA, the diesel engines rule the roost. The 2.4 GD-6 (110 kW/400 N.m) suits light duties and sips a claimed 7.7 L/100 km. The 2.8 GD-6 ramps to 130 kW/450 N.m pre-2020, then 150 kW/500 N.m post-facelift. A 48V model was added in 2024. Rare petrols include the 2.0-litre (102 kW/183 N.m) and the 2.7 (122 kW/245 N.m), which will be employed by the new Land Cruiser FJ, on base 4x2s. The Hilux GR-Sport III ups the 2.8’s power to 165 kW/550 N.m. Transmissions include five- or six-speed manuals, and six-speed autos across the board. Drivetrains run 4×2 or part-time 4×4 with low-range and diff lock on Raider models and up.
Trims range from SR (air-con, Bluetooth) to Raider (touchscreen, cruise control, alloys) and Legend (now Legend 55), to GR-Sport (leather, JBL audio, adaptive cruise control). Safety items include seven airbags, stability control, and hill descent control, while the facelift models add TSS for a five-star Global NCAP safety rating. The cabin is hard-wearing.
What to look out for when buying a used Toyota Hilux
- Service History: Full Toyota service history preserves the warranty transfer. However, skipped services can lead to sludge in the GD engines, risking turbo failure. Post-2018 models have manual DPF (diesel particulate filter) regen switches (where fitted).
- Transmission: Six-speed autos shine but tend to slip if the fluid’s old. Ensure your service station changes it when the time comes. Manual transmissions wear clutches in traffic – test for harsh shifts.
- Suspension & Chassis: Potholes can ruin bushes and shocks, while leaf-spring rears sag under constant loads. If the bakkie ‘lived’ at the coast, probe the chassis, load bins, and underbody for rust. Uneven tyres are a sign of a possible alignment issue.
- Fuel & Turbo: Diesel injectors clog on dodgy fuel and can be expensive to repair. The 2.8’s turbos whine if oil-starved, while the 2.7 petrol tends to leak gaskets over 150 000 km. Check for black smoke or a hesitant driving nature.
- Electronics & Interior: Infotainment glitches pre-2020 (frozen screens), door seals leak, and plastics crack under UV.
Which one to get?
Match your mission, but the 2.8 GD-6 Raider 4×4 double-cab automatic (2020-present) is arguably the one to get. The 150 kW/500 N.m punch hauls trailers without sweat, while the facelift’s auto, TSS safety, and 8.0-inch screen add polish for family road trips. Raider trim nails value – reverse camera, leather accents, cruise control – without the GR-S’s excess. The eighth-gen Hilux is a used benchmark for SA’s bakkie brigade: unbreakable, ubiquitous, and undervalued if shopped sharp. With the ninth-gen Hilux looming, now’s the prime time to bag one.
Following our 2020 road test on the facelifted Toyota Hilux 2.8 GD-6 4×4 Legend RS AT, we noted:
“With this updated model focusing on lifestyle usage, the question is whether it can be driven with ease in an urban environment. One change Toyota made to accomplish this is adding a variable flow control system to the hydraulic power steering, which adjusts the stiffness of the steering wheel feedback based on the speed. As a result, the Hilux is notably easier to control in both city and open-road settings, expanding its versatility. Detracting from this, however, is the Hilux’s ride quality on-road. Thanks to new spring rates, shock absorbers and suspension bushes, there is an improvement in ride comfort, but it’s still not on par with the (previous-generation) Volkswagen Amarok. On tarmac, its wallowy body control and inability to ride bumps with finesse can become tiring on long commutes. Yet, the Hilux shines off the beaten path, where the suspension and drivetrain make easy work of loose surfaces and challenging obstacles. The variable-steering system further aids its agility on gravel and makes the bakkie more responsive to steering input and easier to control.”
