This is going to be an important year for the Toyota Hilux. For the first time, the model will offer mild hybrid powertrain technology, yet another step for the brand towards an electric future. Quite a big piece of news in Hilux terms – where the recipe has remained unaltered for so long. And when Toyota does change the Hilux, it is almost always subtly, conservatively. The Japanese manufacturer knows its market, though. How else could one account for decades of unbroken market leadership? On a few occasions, yes, the sales supremacy of the Hilux was challenged by the more sophisticated Ranger. But overall, it would be fair to describe the long-standing Toyota as reigning champion in Mzansi, when it comes to monthly new volumes achieved. 

Last year there were many unique expressions of the double-cab genre joining the market. From releases such as the latest Ford Ranger Raptor to the Isuzu D-Max AT 35, local buyers in want of a statement-making bakkie had options. 

Towards the end of the year, Toyota launched the Hilux Raider X. The model is not a hard-core, pumped-up, range-topping pick-up in a similar vein to the other two mentioned above. Instead, it proposes a little more exclusivity to the buyer who would have been considering the standard Raider. 

You might be a bit underwhelmed if you were expecting additional suspension enhancements or more power. Best light a candle for the prospect of a fully-fledged Gazoo Racing (GR) Hilux model, to address those ambitions. The upgrades applied to the Raider X are entirely cosmetic. That includes 17-inch, bi-tone alloys with a diamond-cut finish, black plastic fender extensions with red detailing, a chrome inset bar on the front grille, rear styling bar, integrated tonneau cover and lastly, Raider X badging. Observers do notice the tweaks and overall, the model looks sufficiently different to the average Raider.  

Stylistically, the current Hilux is by no means a wallflower. Although its peers have taken on fresher design identities, the tough appearance of the vehicle still looks right for the category. From its scowling facial expression to its pyramid-shaped rear lighting clusters, everyone recognises a contemporary Hilux. One wishes more had been done to enliven the cabin, however. Apart from a subtle Raider X motif down by the shifter-lever, there is nothing else to reflect its status as a (mild) limited-edition model. Although the Raider X is unlikely to leave you slack-jawed over its specific enhancements, driving the model again was a great refresher on what makes the Hilux so admired in the first place. We should start with build quality.  

Every fixture and element of switchgear feels very tightly screwed together, without a single rattle to take note of. This was something a faithful Hilux owner mentioned to us in conversation recently. How, after five years, his car remained rattle-free – and that he could not say the same for the other double-cab in his fleet. Conventional rotary dials, a basic infotainment system and coarse surfaces means the cabin of the Raider X is firmly on the utilitarian side of life. But those who put a double-cab to workhorse applications undoubtedly appreciate this sense of durability. The Raider X is sold exclusively in 2.4 GD-6 4x4 flavour, but buyers can choose between manual or automatic, both six-speed units. We had the latter. With 110kW and 400Nm, the well-proven motor has a stout feel. 

Around town, the Hilux hardly breaks a sweat and is happy to cruise on the freeway at 110km/h, summoning the torque on tap for the occasional overtaking manouvre. We achieved an average consumption of 10.2l/100km. The brand claims 7.7l/100km. On the safety front, the Raider X is standard with seven airbags, ISOFIX attachment points, traction control and vehicle stability control. The Raider-X manual costs R674,800 and the automatic costs R706,300. This includes a three-year/100,000km warranty and a nine-services/90,000km service plan.