500 Series Wide Cab Media Coverage by Hino Australia

MEDIA COVERAGE

What do Australia’s leading truck journalists think?

David Whyte – Power Torque

Bruce Honeywill – Big Rigs Peter Shields – Prime Mover

David Meredith – The West Australian

Tim Giles – Diesel Allan Whiting – Transport & Trucking Australia “We applaud Hino's introduction of stability control to this market segment; this crucial safety technology will save lives, no doubt about it, and now it's up to its rivals to follow suit.” Rod Chapman – Trucksales.com.au

Steve Brooks – Owner Driver

“Hino 500 Series Wide Cab launched with new looks and added safety…”

“…it now had a range of new safety features. Foremost of these was electronic stability control across the entire 500 Series range.”

Joel Helmes – Behind the Wheel

David Brown – Fleet Auto News

500 Series - online media coverage behindthewheel.com.au http://behindthewheel.com.au/hino-teases-new-500-series-wide-cab/ powertorque.com.au http://www.powertorque.com.au/new-hino-500-series-wide-cab/ trucksales.com.au http://www.trucksales.com.au/editorial/news/2017/hino/hino-teases-new-500-58568/ fullyloaded.com.au https://www.fullyloaded.com.au/truck-reviews/1707/hino-500-series-fm2635-truck ownerdriver.com.au http://www.ownerdriver.com.au/product-news/1701/hino-teases-500-series-wide-cab-launch primemovermag.com.au http://www.primemovermag.com.au/news/article/sneak-peek-at-new-hino-500-series truckandbus.net.au http://www.truckandbus.net.au/hino-drops-500-series-hints/ behindthewheel.com.au http://behindthewheel.com.au/hino-reveals-another-part-500-series-wide-cab/ ownerdriver.com.au http://www.ownerdriver.com.au/product-news/1702/hino-cab-preview ownerdriver.com.au http://www.ownerdriver.com.au/product-news/1702/test-driving-hino-500-series-wide-cab tradetrucks.com.au http://www.tradetrucks.com.au/industry-news/1702/hino-cab-preview fullyloaded.com.au http://www.fullyloaded.com.au/product-news/1702/glimpse-of-hino-500-series-wide-cabinterior trucksales.com.au http://www.trucksales.com.au/editorial/news/2017/hino/hino-teases-500-interior-58614/ behindthewheel.com.au http://behindthewheel.com.au/stability-control-confirmed-new-hino-truck/

ownerdriver.com.au http://www.ownerdriver.com.au/product-news/1702/hino-500-latest-vsc-standard-acrossrange tradetrucks.com.au http://www.tradetrucks.com.au/product-news/1702/hino-500-latest-vsc-standard-acrossrange trucksales.com.au http://www.trucksales.com.au/editorial/news/2017/hino/new-hino-tops-for-safety-58640/ fullyloaded.com.au http://www.fullyloaded.com.au/product-news/1702/hino-500-series-to-have-vsc-as-standardfeature behindthewheel.com.au http://behindthewheel.com.au/truck-news-wrap-hino-stability-stralis-np-and-allison-up/ ownerdriver.com.au http://www.ownerdriver.com.au/product-news/1702/hino-hits-back primemovermag.com.au http://www.primemovermag.com.au/news/article/hino-unveils-all-new-500-series-wide-cab behindthewheel.com.au http://behindthewheel.com.au/truck-news-wrap-new-hino-awards-season-and-urban-etruck/ behindthewheel.com.au http://behindthewheel.com.au/hino-launch-new-gen-500-series-wide-cab/ bigrigs.com.au https://www.bigrigs.com.au/news/hino-new-wide-cab-launched/3146437/ fullyloaded.com.au https://www.fullyloaded.com.au/truck-reviews/1703/hino-hits-back-with-muscular-new-500series insidewaste.com.au http://www.insidewaste.com.au/site/news/1051130/hino-unveils-cab ownerdriver.com.au https://www.ownerdriver.com.au/brisbane-truck-show/1702/hino-hits-back tradetrucks.com.au http://www.tradetrucks.com.au/product-news/1702/hino-hits-back

fullyloaded.com.au http://www.fullyloaded.com.au/product-news/1702/hino-500-series-wide-cab-test-drive ownerdriver.com.au https://www.ownerdriver.com.au/truck-reviews/1703/test-driving-hino-500-series-wide-cab trucksales.com.au http://www.trucksales.com.au/editorial/news/2017/hino/review-hino-500-series-wide-cab58699/ thewest.com.au https://thewest.com.au/lifestyle/motoring/hino-resets-for-australian-market-ng-b88390570z trucksales.com.au http://www.trucksales.com.au/editorial/news/2017/hino/hino-leads-the-way-with-stabilitycontrol-58714/ trucksales.com.au https://www.trucksales.com.au/editorial/details/hino-fm-2635-review-58994/ thewest.com.au https://thewest.com.au/lifestyle/motoring/hinos-update-delivers-ng-b88462701z primemovermag.com.au http://www.primemovermag.com.au/testdrive/article/hino-wide-body-500-series bigrigs.com.au https://www.bigrigs.com.au/news/road-test-hinos-new-fm-2632/3180639/ fullyloaded.com.au https://www.fullyloaded.com.au/truck-reviews/1703/hino-500-series-wide-cab-test-drive dieselnews.com.au http://www.dieselnews.com.au/Built-in-Flexibility/ dieselnews.com.au http://www.dieselnews.com.au/looking-for-more-power/ thewest.com.au https://thewest.com.au/lifestyle/motoring/hino-fits-wider-range-of-users-ng-b88564289z powertorque.com.au https://powertorque.com.au/hino-takes-a-wider-view-truck-review-new-500-series-sets-hinoon-a-path-towards-increased-market-share/

25 Feb 2017 Weekend West, Perth Author: David Meredith • Section: Motoring • Article type : News Item Audience : 242,298 • Page: 16 • Printed Size: 962.00cm² • Market: WA Country: Australia • ASR: AUD 21,013 • Words: 1129 • Item ID: 732902723

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Page 1 of 4

Hino resets for Australian market New chassis, upgraded engines, simplified driveline and top safety package stand out David Meredith

he new Hino 500-series Wide Cab range is more than a face lift or even new model. Benchmarked against the most successful trucks from Japan and Europe, it’s a reset of the brand’s approach to the Australian medium-duty market and the lower end of the heavy-duty sector. As far as appearances go, the cab retains the side and back panels — obviously no one looks at the back of a truck — but the doors and the front panel are all different, with wide flares surrounding the headlight array, giving the 500 a distinct likeness to a certain premium European. Hino’s Aussie boss Steve Lotter called it the most important new model range release in Hino’s 50-year history here. Just the fact the previous 33 models are now expanded to 51, with another couple in the wings, is evidence enough for that claim. Over the past 13 years Hino has tweaked, fiddled, boosted, re-powered and beefed up the 500 range but this is the first completely new model in that period. Both dealers and regular customers will welcome the changes. The hope, indeed the intention, is that Isuzu, Fuso and UD people will take a close look as well. In this package we see a new chassis, upgraded engines, a complete change in emissions technology, a safety package brimming with features and a simplified and improved

driveline. Starting with the chassis, it’s derived from the global gridhole chassis already on the 700 series and the highhorsepower 300-series model. The design uses 620mpa steel and extensive drilled holes in 50mm increments that make body-builders happy, as well a rivet-free top flange that makes them ecstatic. It allows a body to be built on the chassis without spacers. The overall architecture is from the 700 series and will no doubt trickle down to the wider 300 series later on. Engines for the range have been significantly revised, and new turbochargers are now Hino-sourced waste gate versions that contribute to increases in power and torque for both the 8.0-litre and 9.0-litre power plants. The smaller donk has a higher compression ratio, a revised water pump, bigger cooling capacity and engine fan, and an oil sump noise insulator to reduce drumming. The 9.0-litre now stretches to 350hp and 1422Nm of torque. Both engines now use Denso common-rail fuel injection, replacing the Bosch system on the previous range. Emissions treatment is big news, with the new engines eliminating exhaust gas recirculation completely, losing the diesel particulate reduction component and relying entirely on an selective catalytic reduction system using the obligatory AdBlue. All the exhaust treatment is done after

the combustion chamber, leaving an engine block that looks clean and uncluttered. It also means no more dirty and acidic exhaust being piped through the engine internals, reducing oil carboning and corrosion. According to Hino, the combined changes also make the engines more fuel efficient, although no comparative figures were available. When Hino released its new 300 range a couple of years ago, it claimed it made the truck the safety leader in light trucks The same claim is being made for this range — and the evidence is compelling. Critical to the claim is the Wabco Vehicle Stability Control system fitted as standard equipment on all 500s. It switches on at engine start and displays a small orange icon that tells the driver it’s waiting to calibrate. After the first 250m, or when the truck reaches 20km/h, it engages with a capture of the truck’s load state and the light goes off. On a skidpan at Sydney Motorsport Park I tossed the truck into some corners with no thought for adhesion or sanity. The system resolutely intervened, braking specific individual wheels and killing the throttle so I could do no more damage. There is no doubt that it works, and when the data is considered — about 60 per cent of all truck accidents in the US,

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Page 2 of 4

The Hino 500-series Wide Cab doors and front panel are all different.

for example, are rollovers — the safety dividend is substantial, for other users as well as the driver. Traction control, standard reversing camera and a driver’s airbag complement the driving task and allow an owner or fleet to bank on reducing injury and, of course, the financial impact of accidents. For this latest model Hino has made a significant and defining move and abandoned automated manual transmissions. The only gearbox choices are manual or full automatics, leaving the “almost auto” field to Fuso’s Duonic and Isuzu’s torque converter hybrid AMT. Allison series 3000, 3200 and 3500 models, each with 400,000km service intervals, are joined by six-speed or ninespeed Hino all-synchro and Eaton’s nine-speed manual gearboxes. The choice effectively covers any anticipated application and signals the end of Toyota’s own

Aisin auto and various AMTs in the 500 range. I drove the various models available around city, suburban and country roads north-west of Sydney this week and, apart from some inevitable niggles with pre-production trucks, discovered a driver-centric cabin and controls that would make a working day a pleasure instead of a pain. Clearly the Allison auto is the only logical choice in city, suburban and even occasional regional work but my favourite box was Hino’s nine-speed synchro. It’s electronics enable an eco mode that progressively turns the power down over 1500rpm, encouraging the driver to keep the engine in the green maximum-torque zone. Push the throttle harder and nothing happens. Grab the next gear and off you go. A gate lock prevents a driver going across the gate in low range, and the range lever itself won’t work above 30km/h. It’s slick, smooth and delivers a

perfect match of ratios. Engines are quiet and you can confidently allow them to lug down to a very un-Japanese-like 1000rpm. A change to driving style will save fuel. This package of engineering and equipment changes successfully integrates the best of Hino’s dependability with new features designed to leapfrog its competition in Hino’s biggest CBU market outside Japan. The availability of Hino Traq telematics at $50 per truck per month will draw it all together in a compelling business case for increased productivity and what is likely to be a sector-leading service life. LOWDOWN Models Hino 500-Series FG, GH, FL and FM Wide Cab Engines Hino 8.0-litre J08E-WA; 9.0-litre A09C-US and UR Outputs 280hp and 883Nm; 320hp and 1275Nm; 350hp and 1422Nm Transmissions Six-speed,

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nine-speed Hino; Allison auto; Eaton nine-speed GVMs 16,000- 26,000kg GCMs 32,000-45,000kg Configurations 4x2; 6x2; 6x4

Page 3 of 4

Both Hino dealers and regular customers will welcome the changes.

Allison transmissions replace AMTs in the 500 Series Wide Cab.

The 500 Series Wide Cab adds new comfort and style to new mechanicals.

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The new cab is ultra-comfortable and easy to use.

Page 4 of 4

01 Mar 2017 Transport & Trucking Today, National Section: General News • Article type : News Item • Audience : 0 • Page: 6 Printed Size: 1737.00cm² • Market: NSW • Country: Australia • ASR: N/A • Words: 1413 Item ID: 756286743

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•

• ' -

Page 1 of 3

—

NEW HINO 500 PROVES A VERY HAPPY MEDIUM ON THE SURFACE it looked just like another launch of a Japanese medium duty truck, sure to be fit

being Game Changing but actually

sales leader Isuzu, this new truck,

500 range and it is clear their

could be.

we feel sure, will win some sales

engineers have not been idle in

from Isuzu in the fiercely contested

that time.

For you see loyal reader, the new

for purpose, a utilitarian work tool,

Hino 500 Series and in particular

reliable, economic to run and own

the new nine-litre inline six

medium duty sector.

The New Wide Body 500 as Hino

Often a glib marketing line is just

has labelled it is however exactly

and sure to give years of loyal and

cylinder turbo diesel has shifted

that, however we firmly believe

the same width as the 500 it

dependable service, just what Hino

the goal posts for the market

that the Hino marketing slogan for

replaces, but there will be some

is renown for.

dominating Japanese medium duty

the new 500, 'It's a Game Changer'

narrow body 500s later in the year

trucks and while Hino now says it

actually has a degree of validity.

we understand.

The surprise was that this Japanese maker had come up with

is not actively pursuing the number

a truck that not only boasted of

one spot from perennial long time

It's been more than a decade

However nothing takes away

since Hino totally overhauled the

from the fact that the new Hino

MIND-

ndbus.net.au

•

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A09C nine-litre engine is the new

The A09C offers excellent

Wabco developed VSC stability

Page 2 of 3

Hino Australia boss officer Steve Lotter had a smile on his face at

benchmark in the medium sector

flexibility, is very quiet, has a long

offering great power, quietness,

flat torque curve with 1275 Nm

It is fair to say that Hino has also

torque and flexibility.

in the 320 version and 1422Nm

taken a very European stance with

has been waiting on this truck for

in the 350 variant and will eat

the suite of safety features on the

some time and its arrival has given

kilometres with ease and comfort.

new 500 delivering ABS anti-lock

the company a much broader and

We preface that statement by saying that while Hino says the trucks we tested on the launch

During our drive from Sydney

control across the range

the launch with good reason, he

brakes, ASR skid control, driver's

more competitive line up in the tough medium duty market.

were loaded to 90 per cent of

via the Central Coast to the

SRS airbag, 'Easy Start' hill-start

GCM, and we don't doubt that,

Hunter Valley, a brief stint in a GH

on manuals, reversing camera, and

we would like to test it with a

1835 with Hendrickson air bag

Euro crash test standard cab, It is

weighbridge ticket in our hands.

"These trucks are a gamechanger for us and now gives

suspension on the rear, a taut liner

an impressive package of features.

While the traditional J08E Hino

body, the 350 hp engine and nine

The new range boasts either two

eight-litre has been improved and

speed manual really showed the

axle or three axle variants and a

competitive medium and heavy-

given an overhaul the new nine

class of this new Hino medium

range of three GVM capabilities

duty markets," said Steve Lotter,

litre is so good that it makes the

duty range. As my co-driving

including 16,18 and 26 tonnes

still excellent older engine look

partner, editor Allan Whiting

with GCM offerings from 32

it provides us with an opportunity

to 45 tonnes.

to engage in different applications

and sound dated. There will be

proffered, "If it had a European

applications that will suit the eight

brand badge on it you would not

litre better, around town in shorter

be surprised!"

delivery routes and other tasks

As we mentioned Hinos have

Underlining the importance of the new 500 in Australia, where Hino has lacked the arsenal to challenge

us the broadest range in the segments that straddle Australia's

"By increasing the model range,

which previously hasn't been possible." With new styling that includes

where its 280 hp would be more

always been functional, purposeful

Isuzu and in fact has conceded

a very Euro-style grille and front

than ample. However the new

and reliable, like all of the

ground in the medium duty sector in

treatment it is easy to recognize

engine with either 320 hp when

Japanese brands, but this new

recent years, the company brought

the new truck and tell it apart

coupled to an Allison automatic

truck is so much more refined and

its managing officer, Kenji Nagakubo

from the model it replaces. Trucks

or 350 hp when paired with the

enjoyable to drive.

down under for the launch. He was

equipped with the J08E boast

previously the chief engineer on 500

a two bar grille while the A09C

excellent new Hino designed nine

Hino has also done a terrific

speed synchromesh manual is just

job in a number of other areas,

so his presence was a big vote of

equipped models have a bigger

a delight to drive.

including the introduction of a

confidence in the new model.

three bar grille.

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Page 3 of 3

high Inside the cab changes are more subtle, with a redesigned dash, new audio and mutti-media unit that also boasts a big screen coupled to the reversing camera and a range of practical office on the road' features that make a driver's life more comfortable and easy. Allison automatics are now available as a factory fit across the range as the push to self shifters continues apace in the Australian truck marke, while the traditional Hino six-speed manual is joined by an Eaton nine-speed manual as well as that previously mentioned new Hino nine-speed overdrive synchro manual, as the offerings for those who prefer to select their own gears. The revised JO8E has been uprated to 280hp, as we mentioned, while all the engines now use SCR for emission control, rather than the previous EGR, allowing them to run cooler and more efficiently and no doubt contributing to the performance boost and strong power and torque they deliver. Both engines meet Euro 5, and while Hino did not state it, one gets the impression

thoughts or at least make them

that swinging to SCR will help Hino

seriously depressed at the thought.

easily meet Euro 6 standard when it is mandated. Another great bonus feature on

cheaper Chinese trucks looms

both GH and FM is the standard

launch of Korean Hyundais will add more competition to the market,

will be a boost in many applications

a truck like the 500 Hino is so

where traction might be challenged

far ahead of the game any price

such as tipper, agitator, stock

advantage the newcomers might

crates to mention a few.

bring will be blown away by the

Hino has clearly done a very

FG 1628 4x2 -

Hinos clear advantages we believe. Now the market will decide if the

500 and engineering it to a new

new 500 is truly a Game Changer,

standard in medium duty. If the

we think it is and will watch the

Euros thought they ever stood a

sales performance with interest.

chance of selling decent numbers

We will have a full report on the

in the medium duty market then

new trucks in upcoming issues of

the new 500 would dispel those

Transport & Trucking Australia. •

280 hp. 6-sp Hino man or 6-sp Allison auto. GVM 16 tonnes. GCM 32 tonnes.

on the horizon and the upcoming

fitment of cross diff locks which

thorough job in speccing the new

The new Hino 500 series range

While the continuing threat of

FL 2628 6x2 -

280 hp. 6-sp Allison auto. GVM 26 tonnes. GCM 38 tonnes.

FM 2628 6x4 -

280 hp. Eaton 9-sp man or 6-sp Allison auto. GVM 26 tonnes, GCM 33 tonnes (auto) 38 tonnes (man).

FM 2632 6x4 - 320 hp. 6-sp Allison auto. GVM 26 tonnes. GCM 36.5 tonnes. FM 2635 6x4 - 350 hp. Hino 9-sp man. GVM 26 tonnes. GCM 45 tonnes. GH 1828 4x2 - 280 hp. Eaton 9-sp man or 6-sp Allison auto. GVM 16 tonnes (std) (optional 18 tonnes). GCM 38 tonnes. GH 1832 4x2 -

320 hp. 6-sp Allison auto. GVM 16 tonnes (std) (optional 18 tonnes). GCM 38 tonnes.

GH 1835 4x2 -

350 hp. Hino 9-speed man. GVM 16 tonnes (std) (optional18 tonnes). GCM 38 tonnes.

10 Mar 2017 Big Rigs, National Author: Bruce Honeywill • Section: General News • Article type : News Item Audience : 28,491 • Page: 10 • Printed Size: 896.00cm² • Market: National Country: Australia • ASR: AUD 3,839 • Words: 894 • Item ID: 738369388

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Page 1 of 4

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April, 2017 Owner Driver, National Author: Steve Brooks • Section: Your Customised Content • Article type : News Item Audience : 34,851 • Page: 78 • Printed Size: 4968.00cm² • Market: National Country: Australia • ASR: AUD 23,133 • Words: 2686 • Item ID: 802297597

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Page 1 of 5

It's been a long time coming but Hino has finally lifted the covers off a vastly upgraded range of 500 Series wide-cab models. They won't be enough on their own to wrestle market leadership from arch-rival Isuzu, but they certainly pack enough punch to take the contest to another level. Steve Brooks writes SURE, IT WAS a blunt question. Maybe even antagonistic. Still, the occasion and the opportunity were too good to ignore, especially with one of Hino's most senior Japanese executives seated among the mass of media and local Hino executives gathered for the much-anticipated launch of the new 500 Series wide-cab models. "Do you feel you get enough support in terms of product development from Hino in Japan to be anything other than the perennial bridesmaid to Isuzu?" It was a question directed at Hino Motor Sales Australia (HMSA) chairman and chief executive officer Steve Lotter. To his considerable

credit, the response was immediate and to the point. "Would we like more product from Japan? Of course we would," he declared. However, as Lotter was just as quick to emphasise, Hino is part of the gargantuan Toyota empire, and, with operations in almost every part of the world, the needs and wants of HMSA are among many. Basically, it's all about priorities and resources, and, despite the vast development and engineering assets of the Japanese conglomerate, HMSA must take its place in a queue that stretches to markets across the globe. Yet any hope the question might

stir something other than a wellpracticed corporate smile from Hino senior executive Kenji Nagakubo proved to be nothing more than wishful thinking. Strange, really, particularly given Kenji-san's high-ranking status as managing officer of Hino Motors Ltd and his previous history as head engineer of the new 500 Series project. Even something along the lines of, "We're always looking at new products for all our markets," would've sufficed. But no, nothing except that quizzical smile so often seen on top-level Japanese executives faced with uncomfortable questions. As for the 'bridesmaid' title,

Lotter didn't bite. Wisely, perhaps! Which goes to show times have certainly changed, because it's not too many years back that Hino heavyweights here and abroad would never have missed an opportunity to boldly state a devout intention to displace Isuzu from its perch at the top of the Australian truck market. But that, too, has proved to be wishful thinking. Nowadays, conversations about aspirational ascendancy are few and far between in Hino ranks. Funny thing, though, in a short chat in the cab of a truck with Nagakubo, I asked if a Hino eightwheeler with a load-sharing twinsteer would appear in Australia

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Page 2 of 5

'V , ,-€

Other than the dash layout, changes on the inside are few. The big changes are underneath and, wisely, availability of Allison's slick six-speed automatic has been expanded i^ap^

Would we like more product from Japan? VJcourse we would"

.«. Plenty of punch. Hino GH 1835 model sports 350hp _ and an overdrive 9-speed manual box. Good spec for a regional runner ,W

anytime soon in a bid to counter Isuzu's runaway success with its 8x4 model. "Not on the current agenda," Kenji-san said without hesitation. Fair enough, but is number one in the Australian market still on the Hino agenda? Silence for a moment. "Yes," he replied sharply. When? 'in five years." As always, time will tell. Right now, though, Steve Lotter and his team at HMSA have far more immediate matters in mind, and the most immediate of all is to make the most of the new 500 Series wide-cab models.

It has, in fact, been a long time between drinks for new products at HMSA, with the last new model introduction being the 300-series light-duty range back in 2011. Not surprisingly, the excitement and energy within Hino's upper ranks at the launch of these 500 Series trucks was undeniable. Boosted by an upbeat, big-budget marketing campaign, it was also totally understandable. These latest models are, after all, a long-overdue and hugely welcome addition to a brand which has struggled to maintain sales momentum over recent years, and Hino is intent on making plenty of noise about their arrival.

Making no secret of the company's competitive need for trucks of this calibre, a forthright Steve Lotter conceded during a pre-drive presentation of the 500 Series widecab models that 2016 was not a memorable year for HMSA. Yes, it held on to number two in the total Australian truck market, but the gap between Isuzu at the top and runnerup Hino grew disturbingly wider. All up, Isuzu delivered 8307 trucks for a 25.2 per cent take of last year's total truck market, whereas Hino delivered 4405 units for 13.4 per cent. Arguably the biggest concern is not the vision of Isuzu streaking further into the distance, but the

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It's underneath wherethe greatest changed have been made"

Page 3 of 5

view over the shoulder as Fuso drew perilously closer to second spot with 11.1 per cent of the total market and again kept Hino in third place in the fiercely fought light-duty league. Worryingly, while both Isuzu and Fuso sold more trucks in 2016 compared to the previous year, Hino sold a handful less. Consequently, there's a lot swinging on the success of the new 500 Series wide-cab models - not to just hold Hino's current place on the overall leader board, but to arrest the trend of the past few years and actually put the brand back on a growth path. Again, time will tell, but from what we've seen and driven so far, the new trucks are a huge step in the right direction, with loads more muscle and a suite of smart safety initiatives. FRESH START

Despite the somewhat confusing wording that can infer these trucks have a new, wider cab, the cab actually retains the same generous dimensions of the first 500 Series wide-cab models launched a decade ago. There is, however, no confusion in the release of a model range, with a swathe of new and highly functional features including enhanced 8- and 9-litre engines, expanded manual and automatic transmission options, numerous drive train developments, improved chassis design, and safety advances headed by the standard fitment of a Wabco vehicle stability control (VSC) system in all models. The standard inclusion of VSC across the new range is "an Australian first for this class", Hino product strategy manager Daniel Petrovski says. Yet with a standard safety list also containing ABS anti-lock, ASR skid control, a driver's side airbag, reversing camera, an 'Easy Start' hill-hold function for manual models, and a cab meeting European crash test standards, Hino boasts it has the most comprehensive active safety package of any Japanese truck in the medium-duty category. Available in 2- and 3-axle configurations, the new trucks offer gross vehicle mass (GVM) ratings from 16 to 18 and 26 tonnes, and gross combination mass (GCM) ratings from 32 to 45 tonnes. "These trucks are a game changer for us," an emphatic Steve Lotter said, "and we now offer the broadest Face up. Bold new grille signals a much stronger range of Hino 500 Series widecab models

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range of trucks in these important market segments that straddle Australia's competitive medium- and heavy-duty markets. "By increasing the model range, it provides us with an opportunity to engage in different applications which previously hasn't been possible." The new trucks are easily distinguished from the outgoing wide-cab models and, likewise, from the FC, FD and FE medium-duty specialists sporting Hino's narrower 'standard cab'. The most notable external change is in a bold, dark grille but there are also relatively subtle changes in areas such as cab steps. On the inside, the changes are less apparent, with a new radio and redesigned digital dash being the most obvious. However, it's underneath where the greatest changes have been made, led by further development of Hino's 7.7-litre J08E enginee and its 8.9-litre stablemate, the A09C. In the case of the 6-cylinder J08E, maximum governed engine speed and compression ratio have been raised to deliver peak outputs of 206kW (280hp) at 2500rpm and top torque of 883Nm (651ft-lb) at 1500rpm. Depending on the model, transmission choices are an Allison 6-speed auto, Hino 6-speed manual, or an Eaton 9-speed direct-drive manual. As for the A09C, also a 6-cylinder layout, Hino says it contains a new turbocharger, revised water pump and cooling fan, and a swap from Bosch to Denso common-rail fuel injection. It's an engine offering two

performance ratings starting with 235kW (320hp) and 1275Nm (940ft-lb) coupled to an Allison automatic transmission, and a lively 257kW (350hp) rating supported by a potent 1422Nm (1049ft-lb) of torque stirring through a Hino 9-speed overdrive synchromesh transmission. Critically, Hino says, both engines greatly benefit from the adoption of an SCR emissions system instead of the previous EGR and diesel particulate filter combination to achieve Euro 5 emissions compliance. Several of the models provided for drives during the launch of the new trucks were equipped with the Hino 9-speed synchromesh manual shifter. Operating on a double-H (H-over-H) shift pattern, the Hino box wisely comes with an electronic control unit

\mong a suite of safety features and a first for Japanese trucks in this class, a vehicle stability control system is standard on Hino's new 5001 Series wide cab range

which won't allow shifts into low range if road speed is above 30km/h, and a beeper which sounds when the range change button is used. As a Hino operative explained, it's all about protecting the engine from over-speeding in the event of an accidental downshift through the synchro box to a gear that's simply too low. Akin to Hino's light-duty hybrid model, manual versions of the new 500 Series trucks are also equipped with an engine stop-start system to enhance fuel efficiency by switching the engine off when it would be otherwise idling. The stop-start system is only activated when the dash-mounted control switch is 'on', the truck is stationary, the transmission is in neutral, and the park brake is

Page 4 of 5

engaged. Conversely, the engine automatically restarts when the clutch pedal is depressed. MODEL LINE-UP Meantime, GH and FM models are now also equipped with cross diff locks as standard equipment. Importantly, the new models also have a wider front axle with a tighter wheel cut angle, while at the back end electronically controlled air suspension (ECAS) is available on models with Hendrickson's HAS air bag rear suspension. A quick summary of the model line-up is: • FG 1628 4x2: A280hp (206kW) unit with the choice of a 6-speed manual or 6-speed Allison auto, and ratings of 16 tonnes GVM and 32 tonnes GCM

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Page 5 of 5

Part of Hino's new 500 Series line-up during a recent drive program. There was plenty to lik-

The modern-day on auto b by far the best option " • FL 2628 6x2: A 280hp (206kW) model fitted with the 6-speed Allison auto, and weight ratings of 26 tonnes GVM and 38 tonnes GCM • FM 2628 6x4: Another 280hp (206kW) model but offering an Eaton 9-speed manual or the 6-speed Allison. Ratings are 26 tonnes GVM and GCM of 33 tonnes with the auto box and 38 tonnes with the manual • FM 2632 6x4: A model with 320hp (235kW) and the 6-speed Allison auto. Ratings are 26 tonnes GVM and 36.5 tonnes GCM • FM 2635 6x4: Flagship of the range, this 350hp (257kW) sixwheeler is coupled to Hino's 9-speed overdrive manual transmission. Weight ratings are 26 tonnes GVM and 45 tonnes GCM • GH 1828 4x2: This 280hp (209kW) model has the choice of an Eaton 9-speed manual or 6-speed Allison auto, with a standard GVM of 16 tonnes and an optional 18 tonnes. GCM is 38 tonnes • GH 1832 4x2: A 320hp (235kW) model coupled to the 6-speed Allison auto, and also offering two GVM ratings of 16 tonnes and an optional 18 tonnes, along with a GCM of 38 tonnes • GH 1835 4x2: The 'flyer' of the pack with 350hp (257kW) and Hino's 9-speed overdrive manual. Again, there are two GVM ratings of 16 and 18 tonnes, and GCM of 38 tonnes. DRIVE TIME Keen and confident to demonstrate the strength and versatility of its new models, Hino assembled a wide

cross-section of partially loaded trucks for a comprehensive drive program that ranged from suburban slogs to freeway cruising and regional backroads. But first things first: The drive program actually started with a 4x2 cab-chassis model doing laps on the skid pan of Sydney Motorsport Park at Eastern Creek, where the VSC system kept the truck completely under control no matter how hard some tried to get the truck sideways. And believe me, some tried very hard, so no matter how you weigh it up, adding VSC to the standard features list is a significant advantage for Hino. Meantime, with well-spaced driver changeover points, four different models were able to be driven, which in our case started with a GH 1832 auto run through the filthy traffic of western Sydney and the woeful Pennant Hills Road. An hour or so behind the wheel can't reveal everything about a truck, but the 1832 at least defined a model with ample power for haulin' through the 'burbs and highlighted the value of expanding the availability of Allison's super-slick automatic in the new 500 Series models. Seriously, if your daily grind is ferrying freight in a rigid truck around crowded cities and suburbs, the modern-day Allison auto is by far the best option. The next truck was the GH 1835, big brother of the 1832, and, as the run north up the Ml Motorway and into the burgeoning Central Coast quickly revealed, this is the flyer of the Hino fleet. At this point it's also worth mentioning that these two models are among a few offering the

choice of a multi-leaf rear suspension or Hendrickson's HAS air bag layout with electronic height control. With the tall overdrive top gear of Hino's 9-speed synchromesh box feeding into an 8.9-litre engine with potent power and torque outputs, the GH 1835 is a truck obviously designed more for regional runs than city snarls. Plentiful power and a gritty willingness to dig deep into the rev range saw the partly loaded 1835 hold top gear on the long slog up Joll's Bridge from the Hawkesbury River. Impressive! As for Hino's 9-speed manual box, shifts are a tad on the heavy side as you might expect in a completely new truck but, overall, it's an easy transmission to use and with plenty of power on tap, skip shifts in the bottom half of the box are comfortably accommodated. Next truck was the 6x4 FM 2632, little brother to the FM 2635. These two models also offer the choice of mechanical or air rear suspensions and, like their GH 4x2 counterparts, the '32 uses an Allison auto while the '35 comes with Hino's 9-speed manual. On an easy route, mainly running

up the M1 Motorway, the 2632 sat comfortably at lOOkm/h and, like its siblings, simply did the job with a minimum of fuss and noise. The final run of the day was in the baby of the bunch, the FG 1628 equipped with Hino's 6-speed overdrive manual. This 280hp model also offers the 6-speed Allison auto and, while the manual version was easy and uncomplicated on the last leg over potted country backroads, it's a model that would unquestionably benefit from the auto option in city and suburban work. In summary, after driving Hino's new 500 Series wide-cab models, it's easy to appreciate the company's strong confidence that better times are ahead. As several insiders agreed during the drive program, these trucks are just what Hino needs to take the fight to the competition rather than just standing back and copping the blows. Even so, it's unlikely Hino will be changing out of its bridesmaid outfit anytime soon, but this time around it's sporting an ensemble sure to get plenty of looks from the boys and girls with the bucks. •

April, 2017 ATN - Australasian Transport News, National Author: Steve Brooks • Section: General News • Article type : News Item Audience : 10,574 • Page: 70 • Printed Size: 4701.00cm² • Market: National Country: Australia • ASR: AUD 40,642 • Words: 2736 • Item ID: 752249592

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April 2017 E

3 FULLYLOADED.COM.AU

Page 1 of 8

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Hino 500 Series TRUCK REVIEWS

A BETTER BRIDESMAID SOO

S T E V E

ure, it was a blunt question. Maybe even antagonistic. Still, the occasion and the opportunity were too good to ignore, especially with one of Hino's most senior Japanese executives seated among the mass of media and local Hino executives gathered for the much-anticipated launch of the new 500 Series wide-cab models. "Do you feel you get enough support in terms of product development from Hino in Japan to be anything other than the perennial bridesmaid to Isuzu?" It was a question directed at Hino Motor Sales Australia (HMSA) chairman and chief executive officer Steve Lotter. To his considerable credit, the response was immediate and to the point. "Would we like more product from Japan? Of course we would," he declared. However, as Lotter was just as quick to emphasise, Hino is part of the gargantuan Toyota empire, and, with operations in almost every part of the world, the needs and wants of HMSA are among many.

April 2017

B R O O K S

Basically, it's all about priorities and resources, and, despite the vast development and engineering assets of the Japanese conglomerate, HMSA must take its place in a queue that stretches to markets across the globe. Yet any hope the question might stir something other than a well-practiced corporate smile from Hino senior executive Kenji Nagakubo proved to be nothing more than wishful thinking. Strange, really, particularly given Kenji-san's high-ranking status as managing officer of Hino Motors Ltd and his previous history as head engineer of the new 500 Series project. Even something along the lines of, "We're always looking at new products for all our markets," would've sufficed. But no, nothing except that quizzical smile so often seen on top-level Japanese executives faced with uncomfortable questions. As for the 'bridesmaid' title, Lotter didn't bite. Wisely, perhaps! Which goes to show times have certainly changed,

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Page 2 of 8

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TRUCK REVIEWS

Hino 500 Series

"Would we like more product from Japan? Of course we would"

Above: Hino Motor Sales Australia chief Steve Lotter. "These trucks are a game changer for us" Below: Hino Motors managing officer Kenji Nagakubo. He ambitiously predicts Hino will be market leader in five years. Hmmm! Opposite: Plenty of punch. Hino GH 1835 model sports 350hp and an overdrive 9 speed manual box. Good spec for a regional runner

because it's not too many years back that Hino heavyweights here and abroad would never have missed an opportunity to boldly state a devout intention to displace Isuzu from its perch at the top of the Australian truck market. But that, too, has proved to be wishful thinking. Nowadays, conversations about aspirational ascendancy are few and far between in Hino ranks. Funny thing, though, in a short chat in the cab of a truck with Nagakubo, I asked if a Hino eight-wheeler with a load-sharing twin-steer would appear in Australia anytime soon in a bid to counter Isuzu's runaway success with its 8x4 model. "Not on the current agenda," Kenji-san said without hesitation. Fair enough, but is number one in the Australian market still on the Hino agenda? Silence for a moment. "Yes," he replied sharply. When? "In five years." As always, time will tell. Right now, though, Steve Lotter and his team at HMSA have far more immediate matters in mind, and the most immediate of all is to make the most of the new 500 Series wide-cab models. It has, in fact, been a long time between drinks for new products at HMSA, with the last new model introduction being the 300-series light-duty range back in 2011. Not surprisingly, the excitement and energy within Hino's upper ranks at the launch of these 500 Series trucks was

April 2017

FULLYLOADED.COM.AU

Page 3 of 8

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undeniable. Boosted by an upbeat, big-budget marketing campaign, it was also totally understandable. These latest models are, after all, a long-overdue and hugely welcome addition to a brand which has struggled to maintain sales momentum over recent years, and Hino is intent on making plenty of noise about their arrival. Making no secret of the company's competitive need for trucks of this calibre, a forthright Steve Lotter conceded during a pre-drive presentation of the 500 Series wide-cab models that 2016 was not a memorable year for HMSA. Yes, it held on to number two in the total Australian truck market, but the gap between Isuzu at the top and runner-up Hino grew disturbingly wider.

All up, Isuzu delivered 8307 trucks for a 25.2 per cent take of last year's total truck market, whereas Hino delivered 4405 units for 13.4 per cent. Arguably the biggest concern is not the vision of Isuzu streaking further into the distance, but the view over the shoulder as Fuso drew perilously closer to second spot with 11.1 per cent of the total market and again kept Hino in third place in the fiercely fought light-duty league. Worryingly, while both Isuzu and Fuso sold more trucks in 2016 compared to the previous year, Hino sold a handful less. Consequently, there's a lot swinging on the success of the new 500 Series wide-cab models - not to just hold Hino's current place on the overall leader board,

April 2017 B H

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but to arrest the trend of the past few years and actually put the brand back on a growth path. Again, time will tell, but from what we've seen and driven so far, the new trucks are a huge step in the right direction, with loads more muscle and a suite of smart safety initiatives.

FRESH START Despite the somewhat confusing wording that can infer these trucks have a new, wider cab, the cab actually retains the same generous dimensions of the first 500 Series wide-cab models launched a decade ago. There is, however, no confusion in the release of a model range, with a swathe of new and highly functional

Page 4 of 8

Licensed by Copyright Agency. You may only copy or communicate this work with a licence.

TRUCK REVIEWS

Hino 500 Series

"If your daily grind is ferrying freight in a rigid truck around crowded cities and suburbs, the modern-day Allison auto is by far the best option"

MODEL LINE-UP • FG 1628 4x2: A 280hp [2Q6WN) unit with the choice of a 6-speed manual or 6-speed Allison auto, and ratings of 16 tonnes GVM and 32 tonnes GCM < FL 2628 6x2: A 280hp {206kW) model fitted with the 6-speed Allison auto, and weight ratings of 26 tonnes GVM and 38 tonnes GCM - FM 2628 6x4: Another 280hp (206kW) model but offering an Eaton 9-speed manual or the 6-speed Allison. Ratings are 26 tonnes GVM and GCM of 33 tonnes with the auto box and 38 tonnes with the manual < FM 2632 6x4: A model with 320hp (235kW) and the 6-speed Allison auto. Ratings are 26 tonnes GVM and 36.5 tonnes GCM 1 FM 2635 6x4: flagship of the range, this 350hp [257kW) six-wheeler is coupled to Hino's 9-speed overdrive manual transmission. Weight ratings are 26 tonnes GVM and 45 tonnes GCM ' GH 1828 4x2: This 280hp {209kW) model has the choice of an Eaton 9-speed manual or 6-speed Allison auto, with a standard GVM of 16 tonnes and an optional 78 tonnes. GCM is 38 tonnes < GH 1832 4x2: A 320hp (235kWj model coupled to the 6-speed Allison auto, and also offering two GVM ratings of 16 tonnes and an optional 18 tonnes, along with a GCM of 38 tonnes • GH 1835 4x2: The' flyer' of the pack with 350hp (257kW) and Hino's 9-speed overdrive manual. Again, there are two GVM ratings of 16 and 18 tonnes, and GCM of 38 tonnes.

April 2017

FULLYLOADED.COM.AU

features including enhanced 8- and 9-litre engines, expanded manual and automatic transmission options, numerous drive train developments, improved chassis design, and safety advances headed by the standard fitment of a Wabco vehicle stability control (VSC) system in all models. The standard inclusion of VSC across the new range is "an Australian first for this class", Hino product strategy manager Daniel Petrovski says. Yet with a standard safety list also containing ABS anti-lock, ASR skid control, a driver's side airbag, reversing camera, an 'Easy Start' hill-hold function for manual models, and a cab meeting European crash test standards, Hino boasts it has the most comprehensive active safety package of any Japanese truck in the medium-duty category. Available in 2- and 3-axle configurations, the new trucks offer gross vehicle mass (GVM) ratings from 16 to 18 and 26 tonnes, and gross combination mass (GCM) ratings from 32 to 45 tonnes. "These trucks are a game changer for us," an emphatic Steve Lotter said, "and we now offer the broadest range of trucks in these important

Page 5 of 8

Licensed by Copyright Agency. You may only copy or communicate this work with a licence.

market segments that straddle Australia's competitive medium- and heavy-duty markets. "By increasing the model range, it provides us with an opportunity to engage in different applications which previously hasn't been possible." The new trucks are easily distinguished from the outgoing wide-cab models and, likewise, from the FC, FD and FE medium-duty specialists sporting Hino's narrower 'standard cab'. The most notable external change is in a bold, dark grille but there are also relatively subtle changes in areas such as cab steps. On the inside, the changes are less apparent, with a new radio and redesigned digital dash being the most obvious. However, it's underneath where the greatest changes have been made, led by further development of Hino's 7.7-litre JO8E engine and its 8.9-litre stablemate, the A09C. In the case of the 6-cylinderJ08E, maximum governed engine speed and compression ratio have been raised to deliver peak outputs of 206kW (28Ohp) at 2500rpm and top torque of 883Nm (6511b-ft) at 1500rpm. Depending on the model, transmission choices are an

Allison 6-speed auto, Hino 6-speed manual, or an Eaton 9-speed direct-drive manual. As for the A09C, also a 6-cylinder layout, Hino says it contains a new turbocharger, revised water pump and cooling fan, and a swap from Bosch to Denso common-rail fuel injection. It's an engine offering two performance ratings starting with 235kW (32Ohp) and 1275Nm (9401b-ft) coupled to an Allison automatic transmission, and a lively 257kW (35Ohp) rating supported by a potent 1422Nm (10491b-ft) of torque stirring through a Hino 9-speed overdrive synchromesh transmission. Critically, Hino says, both engines greatly benefit from the adoption of an SCR emissions system instead of the previous EGR and diesel particulate filter combination to achieve Euro 5 emissions compliance. Several of the models provided for drives during the launch of the new trucks were equipped with the Hino 9-speed synchromesh manual shifter. Operating on a double-H (H-over-H) shift pattern, the Hino box wisely comes with an electronic control unit which won't allow shifts into low range if road speed is above 30km/h, and a beeper which sounds when the range change button is used.

April 2017 ET7T1 FULLYLOADED.COM.AU

Page 6 of 8

Above: Other than the dash layout, changes on the inside are few. The big changes are underneath and, wisely, availability of Allison's slick 6-speed automatic has been expanded Opposite above and below: Part of Hino's new 500 Series line-up during a recent drive program. There was plenty to like; Reversing camera is one of many innovative standard features in the latest Hino models

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TRUCK REVIEWS

Hino 500 Series

Above: Face up. Bold new grille signals a much stronger range of Hino 500 Series wide-cab models Opposite below: Among a suite of safety features and a first for Japanese trucks in this class, a vehicle stability control system is standard on Hino's new 500 Series wide-cab range

As a Hino operative explained, it's all about protecting the engine from over-speeding in the event of an accidental downshift through the synchro box to a gear that's simply too low. Akin to Hino's light-duty hybrid model, manual versions of the new 500 Series trucks are also equipped with an engine stop-start system to enhance fuel efficiency by switching the engine off when it would be otherwise idling. The stop-start system is only activated when the dash-mounted control switch is 'on', the truck is stationary, the transmission is in neutral, and the park brake is engaged. Conversely, the engine automatically restarts when the clutch pedal is depressed. Meantime, GH and FM models are now also equipped with cross diff locks as standard equipment. Importantly, the new models also have a wider front axle with a tighter wheel cut angle, while at the back end electronically controlled air suspension (ECAS) is available on models with Hendrickson's HAS air bag rear suspension.

DRIVE TIME Keen and confident to demonstrate the strength and versatility of its new models, Hino assembled a wide cross-section of partially loaded trucks for a comprehensive drive

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program that ranged from suburban slogs to freeway cruising and regional backroads. But first things first: The drive program actually started with a 4x2 cab-chassis model doing laps on the skid pan of Sydney Motorsport Park at Eastern Creek, where the VSC system kept the truck completely under control no matter how hard some tried to get the truck sideways. And believe me, some tried very hard, so no matter how you weigh it up, adding VSC to the standard features list is a significant advantage for Hino. Meantime, with well-spaced driver changeover points, four different models were able to be driven, which in our case started with a GH 1832 auto run through the filthy traffic of western Sydney and the woeful Pennant Hills Road. An hour or so behind the wheel can't reveal everything about a truck, but the 1832 at least defined a model with ample power for haulin' through the 'burbs and highlighted the value of expanding the availability of Allison's super-slick automatic in the new 500 Series models. Seriously, if your daily grind is ferrying freight in a rigid truck around crowded cities and suburbs, the modern-day Allison auto is by far the best option. The next truck was the GH 1835, big brother of the 1832, and, as the run north up the Ml

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Motorway and into the burgeoning Central Coast quickly revealed, this is the flyer of the Hino fleet. At this point it's also worth mentioning that these two models are among a few offering the choice of a multi-leaf rear suspension or Hendrickson's HAS air bag layout with electronic height control.

ON THE RUN With the tall overdrive top gear of Hino's 9-speed synchromesh box feeding into an 8.9-litre engine with potent power and torque outputs, the GH 1835 is a truck obviously designed more for regional runs than city snarls. Plentiful power and a gritty willingness to dig deep into the rev range saw the partly loaded 1835 hold top gear on the long slog up Joll's Bridge from the Hawkesbury River. Impressive! As for Hino's 9-speed manual box, shifts are a tad on the heavy side as you might expect in a completely new truck but, overall, it's an easy transmission to use and with plenty of power on tap, skip shifts in the bottom half of the box are comfortably accommodated. Next truck was the 6x4 FM 2632, little brother to the FM 2635. These two models also offer the choice of mechanical or air rear suspensions and, like their GH 4x2 counterparts, the '32 uses an Allison auto while the '35 comes with Hino's 9-speed manual. On an easy route, mainly running up the Ml Motorway, the 2632 sat comfortably at lOOkm/h and, like its siblings, simply did the job with a minimum of fuss and noise. The final run of the day was in the baby of the bunch, the FG 1628 equipped with Hino's 6-speed overdrive manual. This 280hp model also offers the 6-speed Allison auto and, while the manual version was easy and

uncomplicated on the last leg over potted country backroads, it's a model that would unquestionably benefit from the auto option in city and suburban work. In summary, after driving Hino's new 500 Series wide-cab models, it's easy to appreciate the company's strong confidence that better times are ahead. As several insiders agreed during the drive program, these trucks are just what Hino needs to take the fight to the competition rather than just standing back and copping the blows. Even so, it's unlikely Hino will be changing out of its bridesmaid outfit anytime soon, but this time around it's sporting an ensemble sure to get plenty of looks from the boys and girls with the bucks. A

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"These trucks are just what Hino needs to take the tight to the competition rather than just standing back and copping the blows"

FEATURE

HINO TAKES A

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HINO TAKES A WIDER VIEW

WIDER VIEW The launch of the new 500 Series sets Hino on a path towards increased market share â&#x20AC;&#x201C; Words by Dave Whyte. Once upon a time, Japanese trucks were regarded as a no-frills, around-town workhorse. While their reputation for reliability, and the ability to carry a bit more than they should, made them a crowd favourite, they were in no way the technological leaders of the transport world. The release of the new Hino 500 Wide Cab series is a great demonstration of just how far they have come, with a number of improvements, better features, and upgrades, adding to what was already a good offering in the Hino medium-duty range. The Hino 500 Series Wide Cab range has undergone a long and extensive development programme, with over seven years of work going into the new model. The list of improvements includes engines, transmissions and safety equipment, with the chassis also coming in for some attention. The result is a range of 4x2, 6x2 and 6x4 models that will compete in the hard fought 16 t to 26 t GVM rigid market. This not only brings improvements in the trucks themselves, but also, it seems, a new level of energy from within the ranks of Hino Australia. As with most new truck releases, we have had to wait a while to get our hands on the new Hino 500. Thailand and Indonesia were introduced to the new 500 Series in 2015, with product being built in both countries for their domestic markets. However, the 500 Series models that come to our shores will be built in a brand-new manufacturing facility situated just out of Tokyo, so the chances are the quality of this product will make it worth the wait. At first glance, the new 500 Series has a fresh new look, with new panels wrapped around the cab bringing a contemporary, but unmistakably Japanese, appearance. Entry and egress are easy, with those models powered by the new 8.0-litre engine having two steps up to floor height and the 9.0-litre models having three steps. PowerTorque ISSUE 76

FEATURE

Convenient grab handles make the climb to the seat a simple affair, allowing for the industry standard three points of contact without the need to stretch out. Once onboard, getting comfortable is also easy, with an ISRI seat providing plenty of adjustment and a tilt-and-slide steering column offering a good view of the dash and a comfortable driving position for all sizes of driver. An air-suspended passenger seat is also standard on wide-cab models. The biggest news though, is under the cab. The new 500 Series Wide Cab range features a host of driveline improvements, starting with the engine options. The updated engines, the 8.0-litre JO8E and 9.0-litre AO9C both achieve Euro 5 emissions standards through the use of SCR (AdBlue) aftertreatment, doing away with the need for EGR or a DPF. Not only does this simplify the system, but it reduces the ongoing cost of ownership significantly by eliminating carbon build up within the engine and the need to replace the DPF later in life.

While Euro 6 is not on the cards for the 500 Series at the moment, mainly due to the fact that Hino sells a lot of trucks into markets where Euro 6 isn’t even on the horizon yet, the fact that the SCR-only system meets Euro 5 means that Euro 6 should be easily achievable through the fitment of a DPF when it does come around. The clean emissions from these engines don’t come at the cost of power, either. The 8.0-litre variant delivers up to 280 hp (206 kW) and a 7% increase in torque over the previous version, bringing it up to 883 Nm. It’s bigger brother, the 9.0-litre, is now rated up to 350 hp (257 kW) and 1422 Nm when matched to the manual transmission, but when paired with the Allison automatic is limited to 320 hp (235 kW) and 1275 Nm. Given my experience on a recent drive, this doesn’t detract from performance, as the Allison makes great use of the reduced power output. Given the rise in popularity of two-pedal AMT and automatic drivelines, it’s no surprise to see the Allison automatic on the options list of the Hino 500 Series. While the other options include Hino six-speed and nine-speed manuals, along with an Eaton nine-speed manual, the smoothness and adaptability of the Allison auto should see it as the popular choice on these trucks.

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The new Hino nine-speed manual is a very good transmission, offering good ratios and an easy shift, but, given the stop/start nature of the local tasks these trucks are intended for, I think that anyone who goes for the manual option would only be making more work for themselves or their drivers. The Allison auto has come a long way in recent years in terms of shift quality, ratios and efficiency. The ability to select and maintain a particular gear also answers a lot of the concerns operators have had over automatic transmissions in the past.

HINO TAKES A WIDER VIEW

With all of that in mind, the biggest news with the 500 Series Wide Cab range is the standard fitment of Vehicle Stability Control (VSC), which includes Anti-lock Braking (ABS) and Anti-Slip Regulation (ASR). Given the operating environment, and the frequently changing load conditions, itâ&#x20AC;&#x2122;s surprising to think that these are the first Japanese trucks in this category to have this technology fitted as standard. A simple test of the VSC, on a skidpan, was enough to demonstrate the virtues of the system. On a wet track, with a cab/chassis 4x2 model, the VSC kept the vehicle under complete control no matter what throttle, steering or braking inputs I threw at it. While the run with the system turned off was fun, the feeling of security when the system was active was much more comfortable for both me, as the driver, and my passenger. Other standard safety equipment fitted to the 500 Series Wide Cab range includes a reversing camera, driverâ&#x20AC;&#x2122;s airbag, front underrun protection and Easy Start (hill hold) on models fitted with manual transmissions. While a lot of thought has gone into the driveline and safety, Hino has also made life easier for the truck body manufacturers. A smooth top flange on the chassis rails and predrilled modular chassis design allow for easy fitment of various body types. Thought has also been given to those applications where PTO hydraulics are used, with provisions built in for easy fitment.

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FEATURE Hino trucks have been available in Australia for over 50 years, and have built a strong following based on the strength and reliability that operators have always looked for. The introduction of the new 500 Series Wide Cab range looks set to build on those strengths, but also brings along a few new smart features for the ride. The talk among operators these days is increasingly based around safety and efficiency, and, while there may be a misconception around Japanese trucks and their ability to provide these features, the new 500 Series certainly delivers in these areas. The day of the basic Japanese truck is long gone. In its place is a new breed of efficient, safe and smart trucks, and the Hino 500 Series Wide Cab range is right up there with the best of them.

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01 Jun 2017 Diesel, National Author: Tim Giles • Section: General News • Article type : News Item • Audience : 13,633 Page: 34 • Printed Size: 2365.00cm² • Market: National • Country: Australia ASR: AUD 13,954 • Words: 1776 • Item ID: 785207890

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ITRU TRUCK LAUNCH

r 1 ALL NEW HINO 5 SERIES WIDE C* rrSAGAMEjCH" *^ MATS ANOTMCR WNO MENUtT,

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TRUCK LAUNCH

With the introduction of the new Hino 500 range, the Japanese truck builder is now offering more trucks, with more options and more engines. TIM GILES checks out the new models.

he modern truck has a lot of built-in flexibility, and the Hino 500 range is no exception. The models available cover from the lighter end of the medium-duty range up to some serious heavy-duty rigid trucks. This means the trucks are going to experience very different working lives and need to be capable, no matter what the task. Hino has looked at what it has on offer in the 500 Series and made a number of changes to increase the breadth and depth of its offering to the market. This means new chassis, new engines and new combinations of existing components. "Our previous range offered 33 models and we have now expanded that to 51, so when it comes to choice of engine capacity, transmissions, suspensions and wheel bases, customers have myriad options," says Daniel Petrovski, Manager Product Strategy, Hino. "The new FG, GH, FL and FM offer a broader range of applications than ever before. "The all-new 500 Series has taken a long time to get here. The last release of an all-new model range was in 2011. In commercial vehicle terms the wait is just about right on time. The basic DNA from design and manufacturing on any Hino truck is 'QDR' - quality, durability and reliability. The new 500 Series project began 2009, when Hino carried out backto-back testing and benchmarking against

our competitors on Australian roads over a number of weeks. "Some of the changes from that testing were put into place on upgrades in 2010 and 2013, like SRS airbags, Isri driver's seat and electric heated mirrors. But the work on delivering the results of the 2009 testing didn't stop there. "Australia is not the first to get these new models, they were released in Thailand and Indonesia in 2015. Australia is the first advanced market to receive this new model. It is a major new model for us, there are new engines, new exhaust emissions, new exterior, new staircase for entry and exit, new manual transmissions, Allisons across the range, new chassis and chassis layouts, diffs, drives steering axles, suspensions and new levels of safety." At the heavier end of the range, Hino is now using the chassis design and concept featured on the Hino 700 heavy-duty truck. This is a more flexible design with pre-drilled holes on the web of the chassis members and with a rivet-less flange. The holes are 50mm apart along the length of

the chassis, enabling both Hino and body builders to place components like fuel tanks and body mounts anywhere along the chassis. The name of the game in this segment of the market is to ensure the truck buyers can build whatever kind of truck they like from a generic base model, without having to resort to major vehicle modifications. "We call the new chassis, 'bodybuilder friendly'," says Daniel. "It is an

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TRUCK LAUNCH 840mm-wide, grid-hole chassis. It features a vaulted frame structure and a clean top flange, eliminating the need for a space between the chassis and a subframe. This is already showing real efficiency for body builders. "They are high tensile 620MPa steel now, the same as the 700 Series," says Daniel. "It is electro plated, which helps with rust resistance. The modular chassis pattern means things like batteries, exhausts and air dryers are now all modular components. We have spent a lot of time talking to Australian body builders about where different components need to go in certain applications." LOOKING FOR MORE POWER As we have seen for many years, the truck market is always looking for more power in its trucks. The desire to have just a bit more oomph every time a truck is replaced won't be going away any time soon. As a result, we see a new engine from Hino appear as an option in the heavier end of the 500 range. In fact, both engines now available are new to Australia. The existing eight-litre engine has been modernised as the Hino J08E. It is rated at 280hp (206kW) at 2,500rpm and puts out an increased torque level at 883Nm (651 ft lb), an increase of seven per cent on its predecessor. The new kid on the block is the ninelitre engine, the A09C, again this is a six-

cylinder engine, but it has a completely different nature to its smaller alternative. This is an engine designed with a more European style; the way the power comes in and drives the truck is different from the run-of-the-mill Japanese engines we are used to. "The new wide cab does look different," says Daniel. "The eight-litre has a three-bar horizontal grille and the nine-litre models have a four-bar grille. The new ninelitre has a very flat torque curve, which,

combined with the new transmission, makes the 350 a real pleasure to drive. It's also the only Japanese truck of its size to feature a true Jacobs-type engine brake." Hino has also made a step change with its emission control technology. The EGR and DPF system that has been favoured up until now has been replaced with an SCR system to clean up nitrogen oxides and particulate matter. There are pros and cons to this approach. By going to SCR, it is possible to tune the engine to run at its most efficient, advance ignition and get a full clean burn. This not only makes for a free running engine, it also reduces particulate matter in the exhaust and the extra nitrogen oxides produced by the higher ignition temperatures can be cleaned up in the SCR after treatment. The con in the equation is the addition of an AdBlue supply. This adds complication for the owner of the truck as they have to ensure the AdBlue tank is topped up as well as the fuel tank. Another tank on the chassis, plus the expense of buying the AdBlue in the first place adds to the issue. The improved efficiency of the engine does mean the costs are probably lower with the new engine, though, and chassis real estate is not a major issue in this segment of the market. "We proved the SCR solution on our 700 Series models," says Daniel. "It is a fuelefficient solution, particularly in the 280+hp engines. The engine burns the fuel more

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TRUCK LAUNCH

efficiently and retains less heat. It runs cooler, allowing the improved performance to be delivered." GOING AUTO Another trend affecting this area of the market is the move across to automatic transmissions. Several truck makers have offered automated manual transmissions as an option, but the market seems to be locking itself into a preference for Allison fully automatic gearing. As a result, Allison is an option on just about every model in the new 500 Series line-up. The substantial improvement in auto performance with improved electronics - the ability to monitor the truck's behaviour and demands so precisely via the CANbus means the transmission has an effective answer to every question posed by the truck and the task at hand. There are manuals on offer, with a Hino six-speed and an Eaton nine-speed available. There is also an impressive newcomer to the 500 - Hino's M009OD nine-speed box is a four-over-four H-pattern range change box with a short throw and positive linkage. Ratios are available from 10.781:1 all the way to an overdrive 0.724:1 at the top end. Changing the nine-speed from Hino from a constant mesh to a synchro box makes a substantial difference to the quality of the drive available. The new nine-litre engine offers 350hp (257kW) of power under the right foot and 1,422Nm (1,050 ft lb) of torque. This much horsepower in a rigid truck is more than

enough, but it is the ripping torque that impresses out on the road. Especially when combined, as it is, with the Hino ninespeed manual. Unfortunately, for those who go with the Allison option, the engine gets less power and torque. The power comes in at 320hp (235kW) and torque is cut to l,275Nm (940 ft lb). Hino has chosen to fit the 3500 version from Allison and have not engineered in the 4000 Series to cope with the higher torque of the top-end engine. All of the Allison transmissions used in the 500 are six-speed models. "The move of the production of our 500 models to the new Koba plant in Tokyo means we can get synthetic fluid into the Allison transmissions down the production line," says Daniel. "This means we have service intervals on the Allison out to 480,000km." OUT ON THE ROAD A driver can't help but be impressed when taking these new combinations out on the road. The smoothness of the Allison in combination with the eightand nine-litre engines sees the driver's task minimised, however, get into the 6x4 rigid with the top power nine-litre and manual box and the fun begins. This is a top performer, with the amount of power and torque available at all times and the smooth changing of the gear box enabling the driver to get the most out of what's available, and there's plenty there. Pulling up at some traffic lights for the first time in these models can be a

little disconcerting. Pull up, hit the brake and disengage the gear and the engine dies, even on the manual. The stop-start technology Hino first introduced over 10 years ago in the hybrid models has now made it across to the conventional manual models. Yet another pervasive trend in trucking has been the increasing adoption of sophisticated safety systems. Hino are in on this trend, with vehicle stability control now standard across the range. This goes along with all of the other safety features like antilock braking systems (ABS), Front Underrun Protections (FUPs) and AntiSlip Regulation (ASR) that have been introduced in the last ten years or so. What Hino has now is something that has been designed and built to suit Australian truck buyers. With each new generation of truck model Hino gets closer to the ideal truck for the market. In recent years the brand has impressed with the kind of power and flexibility it has designed into its models, in both the 500 and the 300 ranges. This new range gives the Japanese truck importer the right mix for the market, from the basic low-spec option at the lower end, through a series of excellent fleet performers with Allison transmission and sufficient power, to the top end and a rip snorter with a great new transmission. IID

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06 May 2017 Weekend West, Perth Author: David Meredith • Section: Motoring • Article type : News Item Audience : 242,298 • Page: 10 • Printed Size: 590.00cm² • Market: WA Country: Australia • ASR: AUD 12,887 • Words: 601 • Item ID: 770015174

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Hino’s update delivers 500 Series is as good as its key competition, with better driver feel ᔡ David Meredith

n just three months, the new Hino 500 Series has made quite an impact on Hino’s market prospects. Nationally, the medium-duty sector sees Hino improving by 3 per cent; in WA the improvement is somewhat clouded by the continuing malaise in the heavy-duty sector but is also strong although in smaller numbers, of course. I picked up a demo unit from WA Hino this week for a short drive and reminder of how good the package is. A local curtainsider body by Malaga-based Rolsteel Enterprises complemented the rig, with precise joins and a high-quality finish. The GH 1832 Auto was chosen as the dealer’s demo because it highlights the attention to detail Hino’s engineers have delivered with this evolution. The new cab is a refreshing change to the ageing cab it has replaced. Appearance aside, it delivers better usable space for a driver and his or her offsider. The instrument panel and

data display have been developed with clear driver and operator input, as everything falls naturally to hand whether in traffic or on the highway. My only criticism would be the console for the Allison transmission selector takes up a huge amount of space and makes it impossible to move across the cab without stepping over it. I’m not sure it needs to be that way as the manual lever is on a smaller console and you

can get a leg between it and the dash. That aside, the suspension seat has good bolstering and with wide steps to the cabin, frequent delivery drops won’t be the problem they can be with some of the Hino’s competition. On the road it was immediately clear an 18-tonne gross vehicle mass is ridiculously small for a truck with such heavy-duty credentials. Indeed, the limit is only because of the 4x2 configuration. The chassis is based on Hino’s 700 Series and the I-Beam Reverse Elliot front axle looks ready for bigger things. The test truck’s rear suspension was a Hendrickson Air unit with remote height control. The sum of that allows a GCM of 38 tonnes, which makes this model a valuable addition to a multi-role fleet. Hino’s new A09C 9-litre turbo diesel engine is cleaner, lighter and less complicated now that the engineers have dropped EGR and left the engine block without emissions hang-ons. All the emission control is done in the exhaust line, with new 59-litre AdBlue storage alongside the fuel tank. The Allison does a great job of harnessing the engine’s 320hp and 1275Nm. It’s a six-speed 3200 Series and has the latest software to read road conditions and load state through some tricky interpretation of torque demand, acceleration, gradient and overall gearing.

With a very strong engine retarder I found there was no need for manual intervention to hold certain gears. Despite the excellent Hino nine-speed manual also available, uninterrupted torque is the only way to maximise productivity and fuel efficiency in this class of truck. Up until now Hino has always followed entrenched market leader Isuzu in this sector. But this new truck is as good as its key competition and, in my view, better in overall driver feel. The real winner is the customer.

LOWDOWN

HINO 500 SERIES GH 1832 Engine Hino 9.0-litre A09C-US Outputs 320hp/1275Nm Transmission Six-speed Allison auto GVM 18,000kg GCM 38,000kg Configuration 4x2

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The Allison 3200 delivers the best all-round driving solution.

David Meredith finds the new cab a refreshing change to the one it replaced. The new Hino 500 Series has lifted its manufacturer by 3 per cent in six months.

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19 May 2017 Big Rigs, National Section: General News • Article type : News Item • Audience : 28,491 • Page: 86 Printed Size: 801.00cm² • Market: National • Country: Australia • ASR: AUD 3,432 Words: 810 • Item ID: 776534540

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01 Jun 2017 Transport & Trucking Australia, National Section: General News • Article type : News Item • Audience : 0 • Page: 28 Printed Size: 2946.00cm² • Market: NSW • Country: Australia • ASR: N/A • Words: 1313 Item ID: 802240100

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" ^ r "W" "JfideCab'is

HINO LAUNCHES ITS NEW 500 SERIES MEDIUM DUTY

% ^k M something of a %/ % / misnomer, because T ¥ the cab metal is the same width as before. However, a new wide-track front axle has dictated wider cab fenders, so the overall width is up by 200mm. 'Optimised Powertrain' might have made a better model description than 'Wide Cab' for the 2017 Hino 500 models, because revised engine and transmission specifications have transformed the 500s.

FIRST UP, A LITTLE HISTORY.

SINCE THE SOMEWHAT UNDERDONE 2008 IMPROVEMENTS TO ITS 500 RANGE HINO HAS LAGGED BEHIND THE MARKET LEADER'S OFFERINGS. THAT GAP HAS BEEN NARROWED WITH THE 2017 HINO 500 WIDE CAB INTRODUCTION, ALLAN WHITING RECKONS.

Like all truck importers and makers in the Australian market Hino had to upgrade its engines for compliance with ADR80/02 (Euro 4) that took effect from January 2008. Also like most, Hino adopted commonrail injection, variable geometry turbocharging and cooled exhaust gas recirculation (EGR), plus an oxidising catalyst (OC) in the exhaust system. In conjunction with these changes Hino came up with a longer-stroke version of the proved J08 engine, called the AO9C.

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In the 2007 Hino 500 models the JO8 7.7-litre six had figures of 190kW (255hp) at 2500rpm, with 794Nm at 1500rpm. That performance proved more than adequate in the case of two-axle models, but we were critical of the FL 6x2 that struggled in hilly country at its 24-tonnes GVM rating. That's where the 2008 AO9C engine stepped in. The upsized Hino engine had the same 112mm bore dimension as the JO8E, but a 20mm longer, 150mm stroke, for a 1.1-litre increase in capacity. The Hino A09C came in two states of tune: the TK engine powering the Hino FM 2632 variants delivered 235kW (320hp) at 2100rpm and 1275Nm of torque at HOOrpm; and the TJ engine powering the FM 2630 variants had figures of 221kW (300hp) and 1079Nm. For Euro 5 compliance in 2011 Hino retained EGR, but dropped the OC in favour of a diesel particulate filter (DPF). Experience with this combination showed that there was a better way and for 2017 the JO8E and AO9C engines no longer have EGR and DPF, but rely solely on SCR, fed from a 56-litre AdBlue tank. The 2017 changes to both these engines increase outputs: the JO8E-WA now has 206kW (280hp) at 2500rpm with

883Nm at 1500rpm, and the AO9C-UR has 235kW (320hp) at 1800rpm with 1275Nm at 1 lOOrpm in front of automatic transmissions and 257kW (350hp) at 1800rpm with 1422Nm at 1 lOOrpm in front of manual transmissions. The AO9C also scores a 'Jake style' engine brake. As before, the 7.7-litre JO8E engine couples to either a Hino six-speed synchro box or an Eaton ESI 109 nine-speed synchro box. The standard box behind the AO9C engine used to be Eaton's RTO 11909 LL constant mesh transmission. This box had eight highway ratios, a low gear, two crawl ratios and two reverse gears, making it versatile, but the dearth of young drivers familiar with constant-mesh boxes has seen a switch to synchromesh. A newly developed nine-speed, allsynchromesh gearbox is now the standard offering behind the AO9C. This MOO9 OD box is branded Hino and made by Toyota's transmission corporation, Aisin. Like the Eaton synchro box used behind the JO8E engine the new Hino box has a repeat-H, four-gate shift pattern. Allison double-overdrive six-speeds remain the optional autos behind both engines and, being filled with synthetic oil, have a drain period of 480,000km.

Hino claims that the new Wide Cab trucks are the safest Japanese trucks in the medium truck market, thanks to standard vehicle stability control (VSC), traction control (TC), ABS braking, driver's side airbag, front underrun protection (FUPS), ECE R29-rated cab strength, reversing camera and fog lamps. Manual-transmission Wide Cabs come with Easy Start, delayed brake release, allowing for hill starts without roll-back. We were highly critical of the 2008MY Hino 500 seats and it's pleasing to report that the Wide Cabs have class leading ISRI 6860 chairs. Ergonomics were very good in the previous cab and remain so. Even better is a 'staircase' entry step layout, rather than the in-line steps previously used. The frame is all-new. Higher-tensile rails are pre-drilled in 50mm increments, allowing simple wheelbase changes and easy fitment of ancillary equipment and bodywork, without the need to drill the frame. The top flange is finally rivet-free. Hendrickson HAS230 and HAS400 suspensions are available and are fitted with electronically controlled height adjustment (ECAS), to suit different loading dock heights.

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HIN

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The press drive program began at Sydney's Eastern Creek racetrack, where a go-kart-style skid pan had been hosed, to make it slippery. Drivers were able to feel the lack of stability of an unladen Wide Cab with its VSC disconnected and contrast that with the absolute stability of the same truck with VSC engaged. With VSC disengaged the test truck would plough-understeer off the track in tight corners or hang out its tail when provoked with too much right foot and too much steering wheel input. With VSC engaged the truck could be driven with a flat accelerator and still kept quite tidy, thanks to power cutting and wheel brake action by the VSC system. Hino's product strategy manager, Daniel Petrovski, pointed out to the assembled journos that trucks are over-represented in single vehicle accidents involving roll-overs. He also quoted US National Highway Traffic Safety Administration figures, showing that two-thirds of fatal truck accidents are roll-overs. Then it was time to get behind the wheel of bodied and loaded Wide Cab models for a combined city, freeway and secondary road drive from Sydney to the Hunter Valley.

Pre-trip checking wasn't difficult and getting in and out of the Hino 500 cab was OH&S safe, with two-hand grab positions and non-slip, staircase steps. The 280hp models had two-step access and the 300+hp models, three steps. All switches and levers were easy to reach and the new instrument panel was clear. Driver vision was first class, thanks to a large screen and side windows, plus flat and spotter mirrors on both sides. Ride quality and steering precision was exceptional in the air-suspended test vehicles, but the leaf-sprung rear ends gave a firmer ride. The ABS braking system worked fine, with a progressive pedal action that made it easy to avoid over-braking. The AO9C engine's braking power was adequate for three-axle rigid applications. Cruise control is welcome in any truck and the Hino system behaved ideally. Selection and cancellation were intuitive. The previous 1109 LL box was well installed and the shift quality was very good, but Hino has responded to the move away from constant-mesh boxes in medium-size trucks, by fitting its own nine-speed. This box was a delight to shift, with a positive gate

and light lever and clutch actions. The repeat-H pattern is the same as that in the lighter-duty Eaton synchro box that fits behind the JO8E engine, so fleet commonality won't be an issue. Also, it's good driver preparation for the time when this medium-truck generation of drivers moves into heavies that have Roadranger 18-speeds that have the same repeat-H gate. The AO9C engine had noticeably more grunt than its shorter-stroke sibling and made a much better three-axle truck powerplant. The previous-generation AO9C, was well off the pace, but the 2017 variants have much more useable torque and are flexible enough to be operated in the green economy band that tops out at 1500rpm. During a press preview of the FM at Hino in Japan in late 2007 we were told the AO9C engine had considerable development ahead of it and that has proved to be the case. The Wide Cab 320 and 350 models were the first Japanese trucks I've driven that felt like European machines, with very little engine noise, slick synchro or full auto transmission, great comfort and ergonomics, state of the art chassis dynamics. Very impressive. {

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01 Jun 2017 Power Torque, National Section: General News • Article type : News Item • Audience : 8,000 • Page: 46 Printed Size: 2112.00cm² • Market: National • Country: Australia • ASR: AUD 12,821 Words: 1304 • Item ID: 790137478

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FEATURE

Hino's$oo Wide Cab raises thh Japanese contender into a more sophisticated market segment

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-he everyday life of a heavy-truck driver in any of our cities is certainly not getting any easier, with the need to cope with growing traffic congestion and the increasing number of young drivers that have no idea of how to share the road with a truck while they are contemplating their next texting session. Anything that reduces the frustration levels of driving a truck has to be worth consideration, and. if at the same time it's possible to reduce fatigue, improve concentration and minimise distractions, it's a win for both safety and sanity. Hino's 500 Series Wide Cab range certainly delivers on these parameters by teaming a choice of two different capacity, six-cylinder, turbocharged diesel engines, with the Allison 3000 World Series six-speed automatic transmission. Visually, the difference between the two engines can be spotted by the cab positioning being lower, with a twostep cab entry for the 8.0-litre, versus the three-step up to the 9.0-litre. PowerTorque had the opportunity recently to drive both engine options in a 4x2 curtainsider configuration in daylong peak hour traffic through the suburbs of Sydney from Taren Point to Silverwater and the surrounding areas. Normally, there's always the risk of frustration setting in due to the unpredictability of other drivers, or having to stop and start three or four times to successfully get through a congested junction due to poor traffic light phasing. Constant gear changing and clutch actuation is part of everyday life for many drivers, but that doesn't mean it is an enjoyable part of life. All too often you just get rolling and ready to go for a higher gear when the lights turn to amber and you stop again, having advanced all of 20 metres. An automated manual transmission (AMT) takes the effort out of gear selection, but in many cases it doesn't make your progress any quicker, especially when trying to get through a set of traffic lights as the gap ahead of you opens up but you lack the performance to take advantage of making it through the junction. An AMT follows the time lag of manual gear shifting that's caused by lifting off the accelerator, depressing the clutch, selecting the next shift and releasing the clutch. And when running a non-synchro 'box you'll be increasing that time delay to full engagement and traction. A full-fluid automatic transmission, complete with converter, enables the driver to benefit from full power shifting without a time lag. It doesn't sound a big deal, but for a driver spending their day in town we reckon that it's likely to save at least half an hour a day off transit times.

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FEATURE

o has been working hard to raise its profile, by adding further customer benefits'9 With the 500 Series, Hino is fitting Euro 5 emissions engines using SCR and AdBlue, but without diesel particulate filters that require an occasional engine regeneration. Make your choice between the 8.0-litre Hino J08E engine, with peak power output of 280 hp (206 kW) at 2500 rpm and a seven percent increase in torque to 883 Nm at 1500 rpm, or the Hino 9.0-litre A09C engine with 320 hp (235 kW) and 1275 Nm, as the two options for matching up to the Allison transmission. If you are not spending your day in town and get out onto the open road, then from a fuel-economy perspective your time and effort is probably better spent by changing gear manually. If that's the plan, the options are the Eaton ES111109 or the Hino M0090D, each of nine speeds. Power and torque outputs for the 8.0-litre remain unchanged, but increase in the case of the 9.0-litre to 350 hp (257 kW) and 1422 Nm.

In assessing the 500 Series for inner city work, PowerTorque concentrated on the two Allison alternatives, and found that for general use the 280 hp match maintains really good progress on the road, regularly trumping other rigids wearing a 320 hp badge and leaving them to recede in the rear-vision mirrors. The 320 hp version of the 500 Series is a real eye opener, noticeable quicker on the road and probably capable of knocking off a full hour from an eight or nine-hour day. But the 500 Series is not just impressive for the speed of its gear changes. Visibility is excellent, thanks to the twinmirror set-up on each door, aided by convex mirrors on the lower section and a kerbside mirror off the passenger door. This is a truck that sits really well on the road. The steering has sufficient feel to give the driver feedback, but it doesn't jump about, even if the road surface is a bit

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secondhand. The exhaust brake doesn't follow the usual Japanese butterfly valve type, but is best described as a Japanese Jacobs brake. A quick flick of the column stalk brings on the exhaust brake and actuates a downshift process through the transmission to aid retardation.

VSC is able to enhance vehicle stability on slippery surfaces or in emergency situations by autonomously reducing engine power and applying the brakes to individual wheels, helping to prevent the truck from sliding in a direction contrary to where the driver is steering.

It all works well, and, thanks to a top-level air-suspended ISRI driver's seat, everything comes together for the driver. The gauges, rev counter, speedo, and indicator controls are all easy to find and see when you need the info, raising the 5600 Series to a standard that makes it equally comparable with the best of the European alternatives.

To optimise visibility, a reversing camera, including night vision, plus a microphone on the camera, combine to assist the driver when manoeuvring the vehicle. Two additional cameras can be fitted.

And while contemplating the European options, there's the question of driver safety to consider. The all-new Hino 500 Series Wide Cab boasts the most comprehensive active and passive safety package of any Japanese truck in the medium-duty truck category in Australia. Structurally, like all Hino models, the 500 Series Wide Cab has a cab safety cell that meets the globally-recognised ECE R29 European crash certification standards, while its ADR84/00 front underrun protection system (FUPS) protects other road users in the event of an accident. In an Australian first for this class, vehicle stability control (VSC) is now fitted as standard across the 500 Series range. Additional class-leading safety features include ABS, traction control (ASR), a driver SRS airbag, cruise control, fog lamps and hill start assist (with manual gearbox only). Working in conjunction with the ABS and ASR systems, the VSC maintains overall vehicle control by monitoring wheel rotation speed, steering angle, yaw rate, lateral G-forces and braking.

There are more than 50 different variants in the 500 Series range, encompassing models such as the FG, GH, FL and FM, and running from 4x2 to 6x4, and with a 6x2 featuring an additional lifting lazy axle alternative as an aftermarket fitment by the bodybuilder. GVMs run from 10.4 tonnes through to 26 tonnes, with GCMs from 16 tonnes to 45 tonnes. Currently, only one version is pre-bodied ready for immediate sale, and that's the FC 4x2 tipper. Electronically controlled air suspension (ECAS) equipped rear suspension is available on the new models utilising a Hendrickson HAS230 on GH models, and HAS400 on FL and FM models. Pricing for the range starts from $123,155, rising to $177,503 (plus GST), Hino has been working hard to raise its profile, by adding further customer benefits such as roadside assistance, maintenance agreements, five-year extended warranty and three-year/unlimited distance parts warranty as adjuncts to the standard three-year/200,000 km warranty. There's also a customer help line that's available 24/7, bringing support to those that need it, whenever or wherever that may be.tTJr

DRIVEN

BROADENING

PowerTorque’s test team duo spends a day out on the road with Hino’s wide cab 500 Series – Ed Higginson gives his first impressions with Brenton O’Connor having the benefit of second thoughts.

Ed Higginson

ino launched its new 500 Wide Cab range just a few months ago, and already there are good reports coming through from early buyers, showing great signs of customer approval with strong sales. From a development perspective it’s been a nine-year project to bring it right up to date, and in many areas it’s fair to describe the 500 Series as being class leading. The medium-duty truck market is hotly contested, with models coming from Japan, Europe and America, making the Australian market unique. However, the Japanese brands certainly take the volume share in this segment with Hino being firmly in the front row just behind Isuzu. Hino boasts that there are 51 model variations with the 500 range, soon to be 53 with crew-cabs arriving in a couple of months, so one for every conceivable application. To get a decent understanding of how they perform for both the fleet owners and drivers, we had to narrow down the list to just two versions to take for a day’s drive. Joining me for the evaluation would be my fellow PowerTorque journalist, Brenton. We chose the FG1628 with the Allison six-speed automatic box in 4x2 configuration on spring suspension, and the GH1832 also with the Allison six-speed in 4x2 form on airbags. Our choice came mainly so that we could compare how the Allison 3000 series auto gearbox worked under slightly different horsepower ratings, but with similar configurations and weights, plus the difference with modern springs and airbags to look after the bumps and potholes of NSW roads. As my daily drive is more commonly a modern Volvo or Mack running B-doubles, it took a few kilometres to get 76

PowerTorque ISSUE 78

used to the different characteristics of the Japanese ride. But after running through the small narrow streets of southern Sydney in stop/start morning rush-hour traffic, we soon understood where the new model was targeting, and that it was doing a decent job of it, too. For the route, we chose to head south out of Sydney, through the hills of the M1 Princes Motorway, down Mount Ousley towards Wollongong and beyond to the small town of Berry for a round trip of 240 km. After a quick overview of the trucks and prestart check, I jumped in the smaller of the two units, being the FG1628 (16-tonne and 280 hp) on springs. Setting off from the Hino’s head office in Caringbah in southern Sydney, we quickly got to appreciate where the nine years of development had been spent, and the type of work for which the Hino 500 was designed. The power behind the brand for the Hino 500 range starts with the 7.0-litre engine at 220 hp and has seven variants up to the 9.0-litre 350 hp unit. The smaller truck of our two test units, came turbocharged and intercooled, and powered by the 8.0-litre, six-cylinder, in-line, overhead camshaft design that utilises SCR to reach Euro 5 with the assistance of the addition of AdBlue. The direct injection engine is labelled the J08E-WA, running with 280 hp @ 2500 rpm and 883 Nm of torque @ 1500 rpm, so ample for a GVM of 16000 kg. The larger unit that I subsequently drove back from Berry came with the slightly larger 9.0-litre, six-cylinder, in-line, overhead camshaft design, again with SCR to reach Euro 5. This engine is labelled the A09C-US. With 320 hp @ 1800 rpm and 1275 Nm of torque @ 1100 rpm, the ride felt much more relaxed with the quieter engine note, especially when pulling away from the lights or when moving into a gap on our route in order to overtake slower trucks, a task that it did with ease on the many hills we covered. By comparison, the smaller FG1628 revved a lot higher, which made it sound like it was working much harder, but, surprisingly over the route, the smaller truck performed better on fuel, going an extra 0.3 km/l of fuel and didn’t get delayed too far behind its bigger brother.

BROADENING HORIZONS

HORIZONS The 500 range comes with two widths of cab, being the standard with day-cab, rest-area-cab and crew-cab, plus the new wide-cab model that we’d be taking for the day, that comes with the option of rest-area-cab or crew-cab. The two wide-cabs that we’d be taking would be virtually the same, except that with the smaller engine under the FG, it gets just two steps to climb into the cab, making it an ideal choice for those multi-drop jobs around the city. Inside, the cab interior and materials are typically Japanese, which you know will stand up well to heavy use, especially in the multi-drop segment where different drivers jump in each day. The ISRI driver’s seat is great and much better than you’d expect in this segment. It’s just a shame it doesn’t come with the armrests, which would have helped on the longer drives. The steering wheel tilts and is also telescopic, so you can get it into the position you want, plus an airbag now comes as standard. The cab comes with a shelf behind the seats for short rests rather than sleeping, and also with three seats where the centre seat can be folded down for storage when not in use.

An area where Hino has leapt the competition, not only in this segment, but the best across all trucks I’ve been in (I know this is a bold statement but surprised me too!) was the entertainment device. As standard fitment, it comes with a 6.1-inch touchscreen, incorporating DAB+ digital radio, AM + FM radio, CD, DVD, USB and SD access plus Bluetooth to pair with your phones including streaming. A reversing camera is standard fitment, and on our tautliner body the camera lens had been mounted high on the body so that it was virtually facing down, which restricted the area displayed on the screen and made it harder to use. A word here is necessary to the bodybuilder, as when fitted correctly and providing a broader area display it could be very useful safety tool. As an optional extra with the entertainment system, you can also add the Navigation SD card that is designed specifically for truck applications asking for your height, length, weight and DG status before setting off. This ensures that the mapping system doesn’t send you towards those low bridges as can be experienced with some iPhone-based mapping systems.

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DRIVEN The Allison box also meant we could relax and concentrate on the road as we tried to get south towards Wollongong. It especially helped in the morning traffic and endless number of traffic lights, so it comes as no surprise to find that Hino now claims to sell more trucks with autos than manuals these days. The Allison gearboxes are well proven and fitted across a lot of trucks and sizes, so we know it is a more than capable unit. As we got out from the slower moving and congested traffic and up to 100 km/h, the smaller engine had to work a little harder but didn’t slow down too much going up the hills, with the box picking the right gears at the right times. For the down sections, the exhaust brake worked well at holding us back on most sections. The larger of the trucks was able to pull a little ahead on the bigger hills, and the addition of the engine brake along with the exhaust brake worked even more efficiently at holding us back, and undoubtedly would help with the maintenance bills over time. The guys at Hino have focused heavily on the safety features of the updated model, which will be a big draw card in this segment. The trucks all come with Vehicle Stability Control (VSC) as standard, which incorporates rollover stability along with ABS, a first for a Japanese brand. The trucks also get Anti Slip Regulation (ASR), or more commonly known as traction control. Also comforting for the driver and any passenger is the news that the new wide-cabs have been built to meet ECE R29 European crash tests that are seen as the highest standard, plus they now all come with a driver’s airbag as well. Hino has not only been focusing on the driving experience of their trucks in recent years, but also delving in to the overall ownership experience for fleet operators. In doing so, Hino has called on the reach of its parent company Toyota to broaden the offerings it can provide.

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Under the caption, “Hino Advantage” it offers innovative business solutions, such as Hino Finance, service agreements with set fees, a five-year extended warranty, Hino Traq to monitor your fleet’s performance 24/7 through telematics, road side assistance, and a call centre to answer queries about your truck. To these attributes is added a support network through 62 service centres and dealerships to ensure every customer has the benefit of a great Australia-wide coverage. Only the customer knows what deals can be achieved on the trucks they are going to buy after making the required number of phone calls to different suppliers. With the Hino 500 the customer gets a great package that will surely offer a very competitive cost of ownership over its life. Combined with the many improvements that this newest model update has brought to the market, the result is a truck range that will continue to increase its sales appeal and one that should be a serious consideration for any upcoming purchase option.

ED’S VERDICT Points in favour: Fantastic entertainment unit, safety devices as standard and total cost of ownership with Hino Advantage a major benefit. Points against: Passenger mirror couldn’t be used with tinted wind deflector as fitted to the test vehicle, the sun visors didn’t go full width of cab so let a lot of sun through the intervening gaps, and the Allison gear selector control box needs changing to a lever or stick.

BROADENING HORIZONS

Brenton O’Connor

n invitation from Hino Australia to review its new 500 Series Wide Cab range was a unique opportunity to learn more about the important updates to one of the mainstays of the Australian distribution truck offerings over the last 30 years. Sarah Rosales, Hino’s National Marketing Manager, gave us an outline of Hino’s “Advantage” program, which encompasses a range of products and services designed to benefit the customer. As with some other European manufacturers, Hino has come to the realisation that today’s truck buyer wants more than just ‘the truck’ – the expectation today is for the vehicle manufacturer to provide a Total Business Solution. The purchase price of any truck is relatively small compared to the total cost of ownership when you factor in fuel costs, wages costs, service and maintenance, tyres, depreciation and finance costs over the working life of the vehicle. As such, many of today’s buyers are looking beyond just the initial purchase price and want their vehicle supplier to be able to offer a complete package. Consequently, many are now offering contract maintenance at an attractive cent per kilometre price, as well as in-house financing options and guaranteed residual values, amongst other offerings. Hino, through its Advantage programme, has jumped on board this shift in the market to offer its customer more than just a truck – its Advantage programme comprises six founding pillars including:

QDR – quality, durability and reliability – something Hino has been famous for. Business Solutions – Hino’s in-house telematics systems to monitor vehicle performance. Service – including fixed-price service plan offerings. Hino genuine parts – allowing quick turnaround of vehicles and guaranteed quality. Finance – Hino, being part of the Toyota group, allows for aggressive finance offerings. Care Centre – allowing 24/7 assistance, including roadside breakdown assistance to customers.

Hino has a large footprint on the Australian market with a total of 42 selling dealerships and an additional 20 parts and service dealerships ensuring that customers have ready access to not only purchasing a Hino, but, more importantly, parts and service allowing operators to keep their vehicles moving and doing the job they were purchased for – namely to move goods from point A to point B. Following the presentations from the marketing and sales departments we were provided with the keys to two of Hino’s latest medium-duty rigid models from their new 500 Series, including a FG 1628 XLong Auto and the GH 1832 XLong Auto. Hino has in recent times adopted the naming structure that Mercedes-Benz has used for many years – with the first two numbers identifying the GVM of the vehicle and the subsequent two numbers identifying the horsepower rating of the vehicle (by adding a zero to the end). Both vehicles were fitted with 12-pallet tautliner bodies built by Alltruck in Melbourne, both loaded with bulk bags of sand to provide ballast and an overall gross weight of approximately 14.5 tonnes. The two new Hino’s are immediately impressive to the eye – the new grille looks very sophisticated, and the addition of alloy wheels as standard across the new 500 Series range is a nice touch – both giving a tare weight advantage as well as a visual lift to the vehicle. Standard specification on the new Hino 500 Wide Cab range is really impressive, both from convenience features for the drivers as well as some of the standard fit safety features. A media centre encompassing AM, FM, DAB+ (digital radio), reverse camera, Bluetooth telephone and media connectivity as standard, and optional navigation is a very welcome addition to the vehicle. The inclusion of both roll stability control and traction control as standard fit is even more impressive. Not so long ago, these features were typically only found on expensive European cars, but no matter if you are an owner/driver or running a large fleet of trucks, this is sure to add to the desirability of the Hino 500 Series Wide Cab compared to other Japanese truck offerings. To the untrained eye, both trucks looked identical – both 4x2 rigids with 12-pallet tautliners fitted, however, upon closer inspection, there are key differences – namely an extra step to enter the cab on the 1832 model (three steps to enter the cab vs. two steps on the lower hp rated 1628).

This above model will help differentiate Hino from an otherwise crowded Japanese truck sector in the Australian market, and will put Hino in a position to compete with similar offerings we have seen, in particularly, from the European truck manufacturers. PowerTorque ISSUE 78

DRIVEN This is due to the cabin being fitted higher above the chassis to allow for the bigger engine in the 1832 (8.7 vs. 7.7 litres respectively), also the bigger truck has four grille slats vs. three slats on the lower hp variant. Opening the door to both trucks shows a relatively narrow staircase to the driver’s seat – however the steps are cleated and cascading and offer good grip to help avoid slippages. Once in the driver’s seat the biggest problem of the truck becomes apparent, there simply is not enough seat travel. Anyone over six-feet tall in height will struggle to be comfortable, as the seat will not slide back nearly as far as required by many drivers with long legs. As such, the gap between the front of the seat squab and the steering column is relatively narrow, making entry and exit somewhat difficult for tall drivers and those who frequent the fried food sections of roadhouses a little too often! On a positive note, the standard fit ISRI seat is excellent, offering excellent support, with numerous lumber adjustments – an armrest on the left-hand-side of the seat would be a welcome touch, however. In addition to the seat, the mirror positioning for tall drivers was problematic, through the mirror heads having been mounted too high on the support brackets. This resulted in the top third of the mirror view being restricted. Readjustment during pre-delivery check will fix the problem. Both around town, and out on the open road, the Hinos perform really well – the Allison automatic is brilliant and cannot be faulted. The Allison is a far superior option to an AMT for the type of work that this type of vehicle is likely to do, due to faster gear shifting and enabling reverse creeping back into a loading dock much easier. I’ve always been a huge fan of Allison transmissions, and, given that they can stand up to rubbish collection work, which, as well as route bus work, is going from full horsepower to stop hundreds of times a day, this is testimony to their robustness. In addition to the ease of use, particularly in city driving, the Allison will also

BRENTON’S VERDICT Points in favour: Ride with air suspension, Allison automatic, standard specification vehicle is well equipped. Points against: Lack of seat travel for tall drivers, armrest needed for left-hand-side of seat, need to adjust mirror position on mounting bracket.

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help reduce repair costs on clutches and synchromesh transmissions, particularly when many truck drivers use a synchromesh gearbox like a constant mesh Roadranger and double de-clutch – which leads to premature wear of the gearbox synchronizers. This comparison also provided a striking contrast between steel leaf suspension and rear airbag. The difference is huge, with the airbag version providing a far superior ride, which is beneficial to the overall life of the vehicle, the freight being carried as well as the operator – providing a less fatiguing workplace. A further bonus in Victoria comes from a 4x2 vehicle on air suspension being able to carry an extra tonne of freight compared to its steelsprung brethren. This back-to-back comparison was a timely reminder of the benefits of air suspension, and why anyone would option spring suspension for this type of vehicle is difficult to understand. On the trip from Caringbah, NSW, to Berry and return, the overall fuel consumption was 3.5 km per litre for the 1628 and 3.2 km per for the higher hp 1832. This was considered good fuel consumption given the nature of the route and the stop-start traffic found along the route. However, the big advantage of the new 9.0-litre engine is the integrated engine brake, providing far superior engine retardation compared to the exhaust brake found on the smaller 1628. Overall, both trucks are an impressive package, and it’s recommended that with the optional air suspension and Allison automatic it’s an ideal package for both metropolitan and regional distribution work. The 280 hp variant is more than adequate for the 4x2 variant, given the gross vehicle weights allowed (15.5 t GVM in NSW), and there was quite a reasonable fuel gain advantage on this engine. However, if stepping up to a 6x2 variant with a 14-pallet body, operating at a GVM of 23.5 t, the new 9.0-litre engine, with the additional horsepower and also the brilliant integrated engine brake would really come into its own – especially on regional routes that may include some hilly terrain.

01 Oct 2017 Power Torque, National Author: Ed Higginson • Section: General News • Article type : News Item Audience : 8,000 • Page: 82 • Printed Size: 1855.00cm² • Market: National Country: Australia • ASR: AUD 12,194 • Words: 1331 • Item ID: 857813300

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FEATURE

IGGING TO A fleet of specialist Hinos continues to expand at Paneitec in the north of Tasmania, going from strength to strength - words by Ed Higginson. . joined his son, John Guy, in transporting LPG cylinders throughout Tasmania. The 'Panel' portion f the name comes from their panel beating background, id the Tec' comes from their computer supply business. Not a mix usually synonymous with a trucking business, )ut as soon as you visit their premises in Kings Meadow, ust outside of Launceston in Tasmania, it becomes pparent that this has been a perfect mix for the business o succeed, with an immaculate fleet fitted with some very echnical pieces of equipment. tephen says, "The fleet is always clean. We need to show professional attitude at all times in everything we do, specially when working for the utilities companies". When natural gas came to the island in 2002, the family knew that the demand for LPG supplied in cylinders ould quickly reduce. They needed to adapt, and they d so by focusing on setting up the gas infrastructure, y 2003, they had become one of the few to meet the high andards set out by the gas companies and so quickly xpanded to meet the ever-growing demand for supplying as to homes and businesses across Tasmania. s the gas rollout started to come to an end, they then apted to the growing communications infrastructure

paneitec Q

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, the family behind Paneitec searched for the world's best pieces of k. and latest techniques, building up an impressive range of equipment for every conceivable utilities and infrastructure project. Whether it's for existing upgrades, new subdivisions or emergency repairs, Paneitec is well knowr on the island for its eye for detail and professionalism. Stephen and John are also joined within the business wil Stephen's other son, Tim, plus his grandsons Daniel and Luke. All up, the team currently sits at 39 personnel, with 18 trucks plus a lot of equipment, from 1.7-ton excavators up to eight-tonners, tippers, vacuum tankers, and nondestructive drilling machines. Recently, they have also ventured into traffic solutions under the sub brand, Viatec. Harold Burgess joined the company to help set up the traffic controllers and in 2013 Harold's wife Beverley also came on board. Stephen explains that the traffic division has grown and works well with the rest of the business. From having started with four utes, that number has now grown to seven utes that are always busy. Although they claim not to be a trucking company, they are all passionate about their fleet and make sure they are specced to a high level that looks as good as ne

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Trucks are purchased both new and secondhand, depending on the task they'll be tackling. Some of the fleet, such as those fitted with specialist vacuum tankers or drilling rigs, travel less distance than even a family car, as they only transport the equipment to a work site. Whether the truck is brand-new or 15 years old, both Stephen and John, along with others in the team, set ti building the units to their standards, even s down and repainting if required. The high standard demanded with their trucks can be seen in the line-up of five Hinos for the photo shoot. They ranged in age from 12 years old to just 4 weeks, but it was hard to spot the difference, definitely showing that having a panel beating and spray-painting background has worked to their advantage. Recent improvements in digging have led to more nondestructive techniques, whereby the infrastructure crews just need to dig a small hole at the side of the road or yard, before a specialist machine can dig a trench up to 100 metres sideways just below the surface without damaging the road. This obviously comes in handy for those busy highways or newly laid carparks. In terms of trucks, they have tried many brands over the years, especially since Stephen started driving log trucks over 50 years ago. But recently they have started to focus on purchasing solely from Hino as a great fit for what they need. John explains, "We really like the gearing ratios, they are great on fuel and the drivers really like them too".

Out of an ever-increasing fleet of 18, the past 7 have all been Hinos, as the management and drivers prefer them to earlier brands. Customer service and support is also highly valued, with the new dealership of FRM Hino of Launceston opening within a kilometre of base and providing excellent service. Back in 2013, the first Hino in the fleet was a FD1124 4x2, which was fitted out for gas utilities. Feedback from the drivers was great, especially since the diff ratios worked really well in their applications. Previous brands had struggled in respect of trying to provide the correct gearing, but Hino was good at setting up the trucks for Paneltec. Next, in 2014, came a new FE1426 that was fitted out as a drill rig, then in the same year a 12-year-old GH1022 that had a specialist Flocon asphalt machine fitted. After a quick refurbishment by the family and new paint job, it was put to work and looked fantastic, feeling just like new (below, far left). As work increased the expansion continued, without the need to sell any of the old units as they all still had relative low kilometres on them. In 2015, a new FE1426 4x2 was purchased and fitted with a DitchWitch Vacuum tanker from America, and due to its success more were needed. The next unit came in 2016 and was again fitted to a Hino, this time a new FG1628 4x2, then, most recently, in June 2017, a brand new GH1835 wide cab, being one of the first of the new styled Hinos in Tasmania.

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FEATURE

As each truck gets assigned to a single driver, this newest addition was handed over to a very happy Tim Guy, another of Stephen's children. Tim commented, "The Hino is a great truck. The diff ratio is much better than the previous brand, meaning it's a lot smoother at highway speeds plus gives a great saving in fuel, about $40 less when running to Burnie (roughly a 300 km round trip)".

Model: GH1835 Wide Cab Configuration: 4x2 with GVM 18.0 tonnes Wheelbase: 4.23 metres

Tim and his offsider are also big fans of Hino's new entertainment system, which includes the navigation system. It enables the driver to input the truck's dimensions so it can then direct you on the lega' route, a great help when they go off the main highway most days. They were so impressed with the new design and fuel economy that a second GH1835 wide cab was ordered straight away. On the day of the photo shoot, the truck was away having its new tipper body fitted, but was expected (fingers crossed) to arrive soon to join the fleet. Maintenance on the new trucks will be looked after through the local Hino dealer, being the guys at FRM Launceston. Then like all of the other pieces of machinery and trucks, after the warrant period they will be serviced through a trusted mobile mechanic who works onsite. In terms of tyres, Paneltec would be the envy of many trucking companies when Stephen commented, "We rarely have to worry about tyres because we don't cover the distances, they just don't wear out!" "he family is looking forward to more Hinos joining the fief s the outlook for the business is strong, especially with tf pcoming water projects around the island.Qr

Gear Ratio: 4.875 Engine: 350 hp turbo intercooled Euro 5, 9.0-htre, six-cylinder Max Power: 257 kW at 1800 rpm Max Torque: 1422 Nm at 1100-1600 rpm Transmission: Nine-speed manual with airshift and clutch Suspension: Semi-elliptic leaf springs for heavyduty application Additional: VSC, ABS, cruise control, driver and passenger airbag, hill start, alloys, diff lock, entertainment system including satellite navigation.

"So impressed with the new design and fuel economy that a second GH1835 wide cab was ordered straight away"

*»i

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FEATURE

BUILDING THE BUSINESS

Hino’s latest 500 Series is proving a worthwhile addition to the LEETS fleet of West Australia – Report by David Meredith

here’s been a lot of press on the Hino 500 Series Wide Cab, including several pieces in PowerTorque recently as our various correspondents have commented on how this model continues the resurgence of interest in the brand that started down the weight range with the 300 Series.

However, the drive impressions of journalists can only go so far in terms of comment. An operator story is what’s been needed – how the truck performs in real-world conditions, with drivers who are in the cabs every working day. My first drives of the 500 Series Wide Cab were memorable because of the contrast to the previous model. For several years the mid-range Hinos were a class behind the mainstream of Japanese trucks. Old styling, mundane fittings and adequate performance were compensated for by enviable reliability. But the competition drew the most attention. No matter what deals Hino could do, Isuzu kept stretching out its lead in the market.

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From the outset the new model impressed. A clean, fresh look, with a better-equipped cab, better control placement and more supportive seat made each drive a pleasure. The turning circle was a noticeable improvement, and well ahead of rival brands. In the daily delivery market, this is a crucial asset, and one the fleet operators haven’t missed. I’ve been expecting the truck would get a good reception in the cold hard world of a genuine work application, and it looked like the two new 500s bought by LEETS, in the Malaga light industrial area just north of Perth, would be a good place to start. In 1998, Tony and Mick Martinovich bought an existing builder’s support business called Modern Hiring Beam and Lintel Sales. The name was later changed to LEETS. The premises in Malaga was perfectly placed to supply the residential building boom in the metropolitan area.

BUILDING THE BUSINESS After 19 years of growth and development, Anthony Martinovich, one of Tony’s sons, is now running the company. Anthony decided to join the business in 2003, after ‘an offer he couldn’t refuse’ from his father, and started on the shop floor, doing all the things any newbie would be required. His brother is also involved in the business.

But the mix of suppliers also means lead times vary from days to weeks depending on the product needed. Anthony keeps close tabs on stock ordering and movements, balancing shifts in housing demand with a keen eye on established builders who are the business’s major customers.

Anthony steadily gained experience in the steel fabrication and supply market, gaining proficiency in the critical business of estimates, to the extent that he was made general manager.

The key to customer support is a strong record of on-time deliveries, and to that end LEETS has stuck with Hino trucks for its delivery fleet.

The company has seen a shift in its product sourcing over the years. What used to be 100 percent Australianmade steel is now spread between local and overseas producers, particularly those from Asia. Quality issues are constantly under the spotlight to ensure steel and galvanising ratings are consistently in line with local industry standards. The international testing and certification group, ALS Global, conducts quality audits each few months, testing thickness, steel strength and galvanising from a random selections of products.

Although the company has a five-year rotation schedule for its trucks, the recent market setback meant an earlier change would set the business up for future growth. Two of the company’s trucks were at the four-year mark, so Anthony started pricing early replacements. Additionally, the two trucks had served through the boom times and been worked hard, leading to more frequent brake reconditioning and clutch replacements.

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FEATURE Despite past relationships, it’s always good business practice to test the competition, so another dealer selling a competitive brand was invited to quote for the replacement. But following the usual negotiations, the decision came down in favour of two of Hino’s new 500 Series Wide Cabs, a GH 1832 XXL wheelbase 4x2 and an FM 2632 XXL 6x4 with a further 800 mm extension inserted in the chassis. The new trucks have impressed in many ways – more than just the pure financial common sense of a new truck and fresh warranty period. The Allison gearbox is a big hit, particularly after a call to service people helped the drivers utilise the transmission’s electronic programming more effectively. The engine brake and retarder are a huge benefit, and the 320 hp six is never really stressed. Eliminating clutch replacements, and reducing brake maintenance to a minimum was the cream on the cake. I asked Anthony’s brother Matt, who is the operations manager, what he liked about the new trucks. “Turning circle, no gear changes, more power, reversing camera, and much less AdBlue,” was his immediate response. “We now get through around three tanks of diesel before we have to top up the AdBlue,” he added. He had one criticism. “We’d prefer a PTO that’ll run to 1500 rpm, but that rate hasn’t been approved yet”. But above all things, manoeuvring ability and traction were the biggest wins from the driver’s point of view. The Hino’s tight turning circle has allowed better access at delivery points, and the diff lock and cross lock on the 6x4 have made easy work of kerbs that often interrupt some delicate reversing.

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Matt said they used to have a rule for all their drivers: “Never go off the bitumen.” There were too many instances of a delivery truck getting stuck when a crossover left a wheel hanging in the air without traction. The new set-up has completely eliminated the previous concerns over the potential loss of traction. The Hino’s extra-long wheelbase has enabled Anthony to task the trucks with jobs that previously required a truck and trailer, and, since putting the two new 500s on the fleet, the LEETS dog trailer has sat idle in the depot yard. At the time the bodies were being built for the new trucks, the trailer was considered essential, and so the bodybuilder placed the Effer 100 cranes at the rear of the chassis to access both load beds. The 6.2-metre body and trailer allowed several site loads in one trip, however, with the 8.0-metre body on the 6x4, the two trucks are now able to manage all deliveries as rigids. There has been some discussion about relocating the cranes to the front of the chassis now that trailer loads aren’t required. But the drivers reported that deliveries were easier without having to make sure the crane cleared the truck cab. So the cranes have stayed put. LEETS does most of its own general servicing, with major work sent to the local dealership, WA Hino. As is often the case, the relationship between LEETS and WA Hino started with a personal friendship. Tony Martinovich and dealer principal, Paul McGovern, knew each other before Tony bought the business, and had stayed in touch during the development of their business careers. Ultimately, the latest Hino 500 chassis and spec have proved to be the perfect fit for the company’s delivery requirements. So much so, Anthony says the Hino’s have allowed him to put much of his fleet management work aside for a few years and focus on growing the business. The specs of the new Hino 500 Wide Cab look like being a much stronger challenge to Isuzu’s dominance in this market sector.