Under high-load conditions, the N80's front-mount intercooler easily outperforms the N70's top-mount setup, but both fade fast in high-stress situations (think: off-roading and towing). The N80, on the other hand, has a decent front-mount from the factory that can last a couple of hot-pulls before it starts to heat-soak and reduce performance. The N70 HiLux has a small top-mounted intercooler, so an upgrade makes a lot of sense, and there are plenty of alternatives available, from upgraded top mount intercoolers through to a properly engineered front-mount intercooler. For the DPF to complete its regeneration process, the vehicle must reach a 'certain' temperature, which is only possible when running for a certain distance at, say, more than 80km/h. Owners of N80 HiLuxes, who drove longer distances didn't experience any issues. The DPF regeneration procedure in the HiLux wasn't frequent enough for some driving conditions, like owners who only drove short distances.

So, just what is the problem with the DPF in the N80 HiLux? The answer is/was simple, and it's all because of the software. And, beyond the reputational damage to the HiLux, it has led to a growing and illegal trade in DPF deletes.

Owners have complained of the DPF blocking and the vehicle ending up in limp mode. An aftermarket exhaust will return a slight torque gain and a small drop in exhaust gas temperatures, but it's worth balancing the cost with the return.Īnd then there's the N80's 'DPF-gate,' which has prompted owners to launch a class action against Toyota for allegedly installing faulty DPFs into HiLux and Prado. See the below dyno sheets to get an indication of a custom flash tune versus a plug-in type.ĭon't expect significant gains in power or torque by fitting an aftermarket exhaust to your HiLux. While some can indeed work well, others can and will melt your engine. Plug-in chips will also need to be tuned on the dyno to get the best result but beware of cheap 'rail pressure adjuster’ types. The N70 engine has a tiny turbocharger and similarly small top-mount intercooler, and both are susceptible to performance-stifling heat soak if boost pressure exceeds 18psi. Boost settings and fuelling on the D4D is conservative from the factory, so expect this sort of gain without sacrificing reliability.īoost targets for the N70 should stay at around 18psi, which is only a handful of psi over stock boost pressure, and the reasons for this are two-fold. As we have shown with the attached dyno sheets, the stock 126kW and 343Nm can jump by 15-20kW and more than 100Nm of torque, and that's at the wheels. Its power and torque were good for the time but are now way off the pace, which makes tuning upgrades worthwhile. The N70 HiLux engine – the 3.0 D4D 1KD-FTV – is a solid performer.

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