V8 or 2.8: Why Toyota Made the Swap, and Which 70 Series to Buy

Toyota didn't drop the 4.5-litre V8 because it was beaten. The 4.5-litre V8 turbo-diesel carried the modern 70 Series for seventeen years and built a following no spec sheet can explain. Then Toyota retired it and handed the whole range to a 2.8-litre four-cylinder, an engine half its size that plenty of owners had written off before driving it.

Here's the part the campfire version skips. Toyota didn't drop the V8 because the V8 couldn't do the job. It dropped the V8 because the job changed. Emissions rules kept tightening around an engine designed in the mid-2000s, and the 2.8 arrived matching the V8 on power while beating it on torque. Size isn't the measure of much. So which one should you buy? That depends on what you want the vehicle for, and the two engines reward very different answers.

Why Toyota really made the swap

The 1VD-FTV V8 arrived in the 70 Series in 2007. By the standards of that year it was a generous piece of engineering: a big-capacity, common-rail turbo-diesel with what Toyota described as the flattest torque curve of any engine in its lineup. What it wasn't designed for was the two decades of emissions regulation that followed. Each new standard asked more of an architecture that was already mature at launch. The 2016 update, which added a diesel particulate filter and revised injectors, showed the direction of travel rather than the end of it.

The 1GD-FTV four-cylinder is the engine Toyota builds its current diesel range around. It powers the HiLux and the Prado, it's the engine Toyota actively develops against each new round of rules, and from the 2026 model year it runs AdBlue in the 70 Series to meet the latest standard. We covered what that means for owners in our AdBlue guide for the 2026 70 Series. With the NVES penalty regime arriving in 2027, the economics of certifying a 4.5-litre V8 for a market the size of Australia stopped adding up. The V8 was retired by legislation, not by a better engine humiliating it.

What the numbers actually say

This is where the displacement argument falls over. The V8 makes 151kW at 3400rpm and 430Nm from 1200 to 3200rpm. The 2.8 automatic makes 150kW at the same engine speed and 500Nm from 1600 to 2800rpm. Same power to within a kilowatt, and 70Nm more torque. On paper the little engine gives away nothing that matters.

The paper doesn't tell the whole story, and pretending otherwise is how you lose the argument with a V8 owner. The V8's torque band is wider and starts 400rpm lower, and that lazy, everything-everywhere delivery is exactly what made it so good at walking a loaded vehicle up a rough grade without a gear change. The 2.8 works within a narrower band and leans on its gearing to cover the difference, which the six-speed automatic does well and the driver of a manual learns to do. The four-cylinder is also usefully better on fuel across mixed driving, where the V8 never dipped much below 10.7 litres per 100km on the combined cycle even after the 2016 efficiency work.

The case for the V8

The V8 case starts with character and ends somewhere more practical than its critics expect. The engine is unhurried, broad and mechanical in a way that suits a heavy vehicle on a long unsealed road, and the five-speed manual behind it keeps you involved in every part of the work. People who have toured behind that combination for years describe it the way you describe a good working dog. That isn't a spec, but it's real, and around 171,000 Australians have owned one, which is why the culture around the engine runs so deep.

The practical half of the case is the used market. Production for Australia ended in 2024, supply of clean, low-kilometre examples is tightening, and values have behaved accordingly. We looked at that in detail in our piece on V8 70 Series values. The short version: a well-kept V8 is one of the few vehicles you can drive hard for a decade and still expect the market to respect. If you're shopping that end of the range, compare the facelift and pre-facelift years and check the used 70 Series buying guide for the era-by-era checks worth doing before money changes hands.

The case for the 2.8

The four-cylinder's first advantage is blunt: it's the only engine you can order in a new 70 Series. But treating it as the default undersells it. The 2.8 with the six-speed automatic is an easier vehicle to live with than any V8 70 Series ever was. Towing, stop-start traffic, repeated creek crossings and long touring days all get simpler when the gearbox manages the ratios, and the automatic's calibration suits the engine's torque band properly.

Then Toyota answered the last objection. From December 2024 the 2.8 became available with a five-speed manual of its own, developed from the V8's gearbox with shorter lower ratios for start-off performance and a taller fifth for quieter highway running, priced below the equivalent automatic. Tuned for 450Nm in manual form, it means the drive-it-yourself argument no longer belongs to the V8 alone. Add current-production parts stocked everywhere Toyota sells a HiLux, and the four-cylinder is the sensible answer in almost every scenario where the vehicle is a tool first.

The verdict

Buy the 2.8 if the vehicle has a job. It matches the V8 where it counts, beats it on torque and fuel, offers both gearbox choices, and is the engine Toyota will be supporting and developing for years to come. Buy the V8 if what you want is the V8. That isn't a lesser reason. It's the engine that built the modern 70 Series legend, the market agrees with you, and no four-cylinder will ever sound like it.

Whichever side you settle on, you end up in the same cabin, because the one thing Toyota never swapped is the interior you sit in every drive. That part you can do something about, whatever's under the bonnet.