Toyota Hilux (N80 facelift – MY 2025)
Toyota’s workhorse pick-up keeps its body-on-frame construction, leaf-spring live rear axle and part-time 4×4 with low range, but gains fresh powertrains and a sharper GR Sport II halo model.
| Key figure (Double Cab) | 2.8 D-4D | 2.8 48 V MHEV | GR Sport II |
|---|
| Output & torque | 204 hp / 500 Nm | 204 hp / 500 Nm (+ mild-hybrid boost) | 211 hp / 550 Nm |
| Gearbox | 6-MT / 6-AT | 6-AT | 6-AT |
| 0-100 km/h | 10.1 s | 9.8 s | 9.5 s |
| WLTP fuel | 8.3 l/100 km | 7.9 l/100 km | 8.5 l/100 km |
| Braked towing | 3 500 kg | 3 500 kg | 3 500 kg |
| Payload | up to 1 030 kg | up to 1 000 kg | 960 kg |
| Exterior (L × W × H) | 5 325 × 1 900 × 1 865 mm – load bed 1 555 × 1 540 mm |
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A 2.4 D-4D 150 hp remains for single-cab fleets.
Strengths (owners, farmers, overlanders, 4×4 tests)
| What stands out | Why it matters |
|---|
| Rock-solid chassis | Reinforced ladder frame, sealed electrics and 700 mm wading depth shrug off mines, minesites and mud. |
| Proven reliability & resale | Many examples top 300 000 km on basic servicing; used values still ~70 % after three years. |
| Genuine work ability | 3.5-tonne towing and ~1-tonne payload without trimming bed length. |
| New 48 V mild hybrid | Softer start-ups, regen braking, ~0.4 l/100 km real-world saving and snappier low-end throttle. |
| Effective off-road electronics | A-TRC, hill assist, trailer-sway and a locking rear diff make mud or rock sections straightforward. |
| Global parts network | Spares and aftermarket kits (suspension, snorkels, belly plates) available almost anywhere. |
Weaknesses (recurring owner complaints)
| Drawback | Typical observation |
|---|
| Harsh ride when empty | Leaf springs set for 1 t payload make the tail hop on potholes if the bed is bare. |
| DPF/EGR sensitivity to short trips | Urban commuters report frequent regens; some clogged filters before 80 000 km. |
| High motorway thirst | Sustained 120 km/h runs often exceed 9.5 l/100 km—10+ l on all-terrain tyres. |
| Basic safety tech | Seven airbags and light AEB/lane departure; no lane-centring or stop-and-go ACC. |
| Pricey versus rivals | An Invincible X tops €60 k incl. VAT; GR Sport II nears €65 k, more than Ranger Wildtrak V6 or Amarok Style. |
| Key-less theft risk | Relay attacks reported; OBD lock and Smart Entry disable recommended. |
| Spot rust on rear frame | UK forums cite corrosion on leaf-spring hangers if salt isn’t washed off. |
Approximate running costs (independent workshop)
| Item | Parts | Labour | Interval |
|---|
| 0W-30 oil + filter (7.4 l) | €110 | €90 | 15 000 km |
| Fuel + air filters | €70 | €50 | 30 000 km |
| Transfer & axle oils | €95 | €90 | 45 000 km |
| Front pads (Brembo TRC) | €160 | €90 | 35 000 km road use |
| Rear discs + pads | €340 | €120 | 70 000 km |
| Clutch kit 2.4/2.8 MT | €520 | €400 | >180 000 km |
| 48 V Li-ion battery (MHEV) | €1 300 | €150 | out of warranty (8-10 yr) |
Noted issues & fixes
| Issue | Current remedy |
|---|
| DPF clog / check-engine | ECU update + forced regen; severe cases get a new filter under five-year warranty. |
| “48 V System Fault” (MHEV) | Revised BMS firmware; battery replaced if code returns. |
| Idle vibration (2.8) | Stronger engine mounts from MY 22, retrofit available. |
| Steering alignment after heavy off-road | Free “Hilux Geometry Check” added to fleet/agri service plans. |
Indicative Italian pricing (OTR, excl. VAT where noted)
| Trim | Powertrain | Price |
|---|
| 2.4 Active Single Cab 6-MT | 150 hp | €41 500 + VAT |
| 2.8 Active Double Cab 6-MT | 204 hp | €45 800 + VAT |
| 2.8 Invincible Double Cab 6-AT | 204 hp | €56 900 + VAT |
| 2.8 Hybrid 48 V Invincible 6-AT | 204 hp | €59 900 + VAT |
| 2.8 GR Sport II 6-AT | 211 hp | €63 700 + VAT |
Nearly-new MY 23 Invincible examples list around €49 k + VAT.
Verdict
The facelifted Hilux keeps its “indestructible” reputation while the 48 V system smooths idle shake and trims city fuel use without denting towing or payload limits. It’s still stiff-riding when empty, expensive to buy and light on modern ADAS, yet for farms, sites and expeditions it remains the benchmark: easy to repair, backed by a global dealer web and supported by a vast aftermarket.
If you want a pick-up to work hard for two decades, the Hilux is still the safest bet. For mostly urban family duties, a coil-sprung rival or diesel SUV will offer better comfort and lower running costs.
