Hino 500 Series Standard Cab Media Coverage by Hino Australia

500 Series Standard Cab Media Coverage November 2018 - June 2019

500 Series Standard Cab Online media coverage Trucksales.com.au https://www.trucksales.com.au/editorial/details/hino-sets-sights-on-medium-duty-crown-117985/ https://www.trucksales.com.au/editorial/details/2019-hino-500-series-standard-cab-review-117925/ (video) https://www.trucksales.com.au/editorial/details/hino-500-fe-standard-cab-review-118428/

Transport Trucking Australia (video) http://www.truckandbus.net.au/video-review-hino-standard-cab-500/

Owner Driver (video) https://www.ownerdriver.com.au/product-news/1905/hino-hauls-class https://www.ownerdriver.com.au/truck-reviews/1812/safety-a-priority-for-hino (video)

Heavyvehicles.com.au https://heavyvehicles.com.au/2018/10/09/hino-gives-us-glimpse-inside-new-500-series-cab/

Prime Mover Magazine http://www.primemovermag.com.au/news/article/hino-500-series-is-it-any-better

Truckworld.com.au https://www.truckworld.com.au/news/hino/hino_australia_releases_new_safe%2c_powerful__and__v ersatile_500_series_standard_cab_lineup/5953/

Fullyloaded.com.au https://www.fullyloaded.com.au/product-news/1811/hino-claims-new-500-series-standard-cab-thecleanest-ever

Big Rigs https://www.bigrigs.com.au/news/test-drive-plenty-to-like-about-fd-1126/3733324/ https://www.bigrigs.com.au/videos/hino-fd-1126/65461/ (video)

Fleet Auto News https://fleetautonews.com.au/hino-continues-to-make-truck-as-safe-as-cars-with-technology/

Driven Media https://www.youtube.com/watch?v=OzAulgWvgPg

What do Australia’s leading trucking journalists think?

“The real winners – apart from the environment in general – are transport operators who are set to reap the benefits of lower operating costs to their businesses.“

“The innovations in the new model range take the 500 Series Standard Cab well beyond its competitors in this market segment, in terms of electronic safety equipment offered as standard.”

Warren Caves, Power Torque

Tim Giles, Diesel

“A big package of tech and safety means 500 can be market leader.” David Meredith, The West Australian Graham Harsant, Big Rigs

“Hino's new 'street smart' 500 Series Standard Cab medium-duty truck is matching the larger European rigs in terms of technology and, more importantly, safety.” Paul Matthei, Prime Mover

Greg Bush, Owner Driver

“It is one of the most impressive and advanced medium-duty trucks to hit the market in a long time and it surprises no one that the standard cab version of Hino’s 500-series has quickly attracted intense interest.”

“Hino has come up with one very comprehensive package in this new 500 Series Standard Cab range… This is a clever and very capable new range, and one eminently worthy of Hino's own 'Street Smart' tag.”

Steve Brooks, Bauer Trader Media

Rod Chapman, trucksales.com.au

All in all, this is a very impressive new truck from Hino, and it’s set to sharpen the focus of its opponents in the market.

Performance, retardation, primary safety and economy were outstanding, so Hino has certainly raised the medium truck bar with this release.

Jon Thomson, Transport Trucking Australia

Allan Whiting, trucksales.com.au

17 Nov 2018 Weekend West, Perth Author: David Meredith • Section: Motoring • Article Type: News Item Audience : 216,071 • Page: 16 • Printed size: 584.00cm² • Region: WA Market: Australia • ASR: AUD 16,464 • words: 553 • Item ID: 1038048831

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Driverless hybrids are the next step in efficiency and safety.

Hino plans to accelerate the development of automated systems for its range

Gear up for driverless trucks

David Meredith

ino has enjoyed nearly 45 years of market leadership in the Japanese domestic light and medium duty truck market. As a wholly owned subsidiary of the Toyota Group, its dominant performance at home is expected, however, the results in Australia are not quite as strong. Nevertheless, the data Hino executives pore over to plan future models and investment is relative to its entire global network. This week in Japan, Hino’s advanced technology unit boss Keiichi Kitazawa spoke to WestWHEELS about the future vision of Hino trucks on the

back of major shifts in Japanese market conditions. His remarks were made in the light of Hino’s commitment — harmonised with its Toyota parent — of zero traffic-accident casualties, a lofty goal indeed. Paramount in achieving this goal is moving more tasks from drivers and shifting them across to automated systems, and ultimately to eliminating drivers entirely. Japan has recently entered an era of population decline, which will diminish local consumption and Hino reflects this by recognising its projected Japanese sales of light and

medium duty trucks in the near term is set for a decline. By 2025, though all of its overseas markets are set to grow, the domestic sales picture will shrink from 67,000 in 2017 to 55,000 units in 2025, a decline of 18 per cent, or just over 2 per cent each year. The reduction in logistics demand is in contrast to the Australian picture, where local manufacturers and importers are planning on steady growth because of a growing population and rapid increase in home deliveries. Tied to this trend is the driver shortage that seems endemic to most First World economies.

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Driving continues to carry a degree of social stigma, and in Japan the ratio of driving jobs to applicants has grown from 1:1 in 2005 to 2.76:1 in the first quarter of 2018. Additionally, the driver age distribution has shifted dramatically. In 1993, 11 per cent of drivers were in their late teens or early 20s. In 2016, the figure was down to 0.5 per cent. Meanwhile, the figure for over-40-year-old drivers went from 34.6 per cent of all truck drivers to 72.1 per cent, an unsustainable trend. The data for home deliveries reflects similar trends in Australia, though not as steep. In 1984, Japan’s transport statistics recorded about 400,000 home deliveries. By 2016, that figure had blown out to more than four billion. Looking at the complete picture, it’s no wonder Hino is planning on accelerating the development and implementation of high-technology automated systems for its truck range. Right now additional electronic features are under development and some will be revealed in new models due before the end of the year. However, for the major steps required to implement autonomy in Australian transport we will have to wait for government and regulatory authorities. The technology is already in place. While safety and elimination of accidents is a primary goal for autonomous trucks, Hino’s projection of a truck and driver leading a platoon of two other driverless trucks that follow its wheel tracks offers financial and safety dividends that can no longer be ignored.

The reduction in logistics demand is in contrast to the Australian picture.

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30 Nov 2018 Big Rigs, National Author: David Meredith • Section: General News • Article Type: News Item Audience : 26,329 • Page: 18 • Printed size: 818.00cm² • Region: National Market: Australia • ASR: AUD 3,570 • words: 811 • Item ID: 1043615221

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PHOTOS: DAVID MEREDITH

Hino 500 puts safety first D id M

dith

David Meredith IT may not be the Australian market leader in medium duty trucks, but Hino’s new 500 series standard cab is set to lead its competition in safety equipment and electronic systems. The latest Hino offers 54 variants, up from 33 previously. But most importantly, the fifthgeneration Hino 500 Standard Cab brings a level of technology that Hino hopes will project it past the brand that has been its nemesis – principal rival Isuzu. Key to that goal is an electronics package that is by far the strongest in its market sector, and suggests the road to autonomy is more fact than fantasy. The new 500 standard cab’s Pre-Collision System, or PCS is the spearhead of Hino’s intention to lead the light and medium duty truck safety spectrum. In a nutshell, fleet owners can now buy a medium-duty truck that will not run up the rear of another vehicle or obstacle, nor will it bowl over a pedestrian. A fleet that analyses its past 10 years accident record can easily assess the cash value of that guarantee. In fact the only way a Hino 500 will clean up another vehicle is if the driver is unconscious. Here’s the scenario. A driver has a medical event and blacks out. The truck continues on its way either in cruise control mode or off throttle and slowing down with

engine braking only. Coming to an intersection, the PCS system detects stationary vehicles ahead and warns the driver, who can neither hear the alarm nor see the flashing alert. Without driver intervention, PCS takes over and applies a full emergency stop. After the truck has stopped and without any driver input to throttle or brake, PCS releases the

brakes and the truck rolls forward at idle into the obstacle. A relative nudge instead of a catastrophic impact. PCS is an active package rather than just advance warning technology, and reads data from camera and radar units to identify objects and pedestrians, measuring for risk of impact. It’s actually a compendium of three systems that work together and will be a critical component of future autonomous systems. The only non-computed factor is wet weather, as the truck will inevitably depend on its ABS system to prevent lock-up. An impact may not be avoided, but it will be minimised. Of course, if a truck brakes when the driver is not expecting it, he or she will be startled back to attentiveness and get busy with steering, brake or throttle to avoid the accident. PCS will make a quiet departure from the scenario and go back on watch while the driver deals with a severe case of jellied knees.

The consequences of having this system on your delivery fleet cannot be overestimated. Tied to PCS is Vehicle Stability Control and Adaptive Cruise. Nothing short of a determined idiot who heads for a corner at twice the reasonable speed, is likely to overwhelm the

truck’s in-built safety controls. The passive safety picture is no less impressive. The cab meets the ECE R29 European crash certification standard and includes ADR84/00 compliant front underrun protection. It means the FC and FD Hinos are the only Japanese trucks of 11-tonne capacity that have this feature. The 500 also has a ‘Staggering Warning’. Even on an empty road, it reads erratic driving and starts warning the driver to sharpen up, while alerting the PCS system to get ready to take control. All of this technology is standard equipment on every Hino 500 series standard cab model. The Hino 500 cab doesn’t look much different, but it’s packed full of car-like features and fittings straight out of the Toyota parts bin. The new engine is basically a cut-down 5.0L, four-cylinder turbo version of the 9.0L six-cylinder in the wide cab. It has gobs of torque and, although we were restricted to a short test track, I found it pulled strongly in all gears, through either a six-speed

Hi 500 manual, six-speed AMT or Allison automatic. It has the same base crank and journal size as the 9L, and the block is same structure. The flat torque curve is a result of basing the engine on the big unit. Also, the truck is allegedly the only Japanese truck in its class with a Jake Brake. More wheelbases, more transmissions, more power and torque, and a completely refurbished cab interior in three configurations all adds up to a compelling story. However, if Hino’s PCS does its job, the safety dividend has the potential to turn this market sector on its head, and demand that all other participants at least match the Hino package.

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The new engine has gobs of torque and is strong in all gears.

The all new Hino is packed full of car-like features.

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TECH TITAN: The fifth-generation Hino 500 Standard Cab brings a level of technology Hino hopes will project it past its nemesis.

December, 2018 Owner Driver, National Author: Greg Bush • Section: General News • Article Type: News Item Audience : 33,690 • Page: 70 • Printed size: 5378.00cm² • Region: National Market: Australia • ASR: AUD 25,042 • words: 3034 • Item ID: 1050939760

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SAFETY Hino's new 'street smart' 500 Series Standard Cab medium-duty truck is matching the larger European rigs in terms of technology and, more importantly, safety. Greg Bush came away impressed following a trip to Japan

HE TERMS 'NEXT GENERATION, 'groundbreaker', 'game changer' and the like have been bandied around whenever a new truck model has been released, especially over the last couple of years. So where does the new Hino 500 Series Standard Cab fit in among that terminology? According to Bill Gillespie, Hino Trucks Australia general manager, the new 'street smart' Hino deserves to be identified as a 'mind changer', a phrase that surfaced at a recent Hino meeting. So, to see what all the fuss was about, I travelled north to Hino Motors HQ in Tokyo to catch a preview of the new models. First off was the driveline, with the Hino 500 Series Standard Cab range powered by a heavy-duty A05 five-litre four-cylinder diesel. It's interesting to note that the A05 is a smaller version .

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of the A09 six-cylinder engine that sits in Hino's 700 series heavy duty models in Japan, as well as the 500 Series Wide Cab

! Below: Hino unveils the new FE

: 1 4 2 6 5 0 0 S e r i e s s t a n d a r d Cab to the i Australian media in Tokyo

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I think you'll buy the full auto."

Above: The five-litre four-cylinder diesel gives more bang for its buck Below: Hino Trucks Australia general manager Bill Gillespie Opposite top: The new range lines up at the Hamura Test Centre near Tokyo, including the FE1424 crew cab model (right)

models in Australia. What's more, the A05 produces as much torque as the larger J08 engines in the 500 Series Wide Cab models, plus 10 to 20 per cent more torque than the J07 engine in the superseded Standard Cab trucks. Depending on the models within the new range, engine power ranges from 240hp to 260hp. The FC 1124 and FD 1124 come with the A05-TE engine, delivering 240hp at 2,300rpm and 794Nm of torque at l,400rpm. The FE 1424 crew cabs get the A05-TD, again with 240hp at 2,300rpm and 833Nm of torque at l,400rpm. The top-of-the range FD 1126 and FE 1426 models receive the A05C-TC, with Hino boasting peak power of 260hp at 2,300rpm and a torque rating of 882Nm at l,400rpm. "The high torque output and the low revving nature of this engine is further evidence of its heavy duty genes — while reducing rpm improves the fuel efficiency it also reduces stress on the engine and ultimately improves reliability and durability," says Daniel Petrovski, manager of product strategy for Hino Trucks and Buses in Australia. The six-speed Allison 2500 automatic transmission is available across the entire new range of 500 Series Standard Cabs, although more traditional choices remain. The FC and FD models are fitted as standard with the LX06 and MX06 manual gearboxes; the FE model housing the MX07 manual. While the LX transmission was fitted to the previous Standard Cab models, the new range of MX 'boxes are designed to support the A05 engine's increased torque. FE and FD customers also have the choice of the Hino Automated Manual Transmission (AMT) with the MX06 and MX07 engines. Bill Gillespie, however, foresees that most buyers will opt for the Allison fully automatic 'box. More to the point, he says advance sales are pointing to the Allison at 70 per cent, 25 per cent for manual, while only 5 per cent of customers will choose the AMT. "You drive an AMT and then you drive a full auto, but unless you're particularly keen on AMT, I think you'd buy the full auto," Gillespie says. "The biggest problem we've got at the moment is: a) people wanting to be truck drivers; and b) being experienced seems to be an issue.

"So if they can get an automatic, and I know it goes against the grain for hard core truck people, but if they can do that, that's what they will be doing. "The wide cabs have an Allison auto, a number of our trucks run the Allison automatic, so it's not new to our brand and of course it's not new to the wider truck world. It's very well received," Gillespie adds. The increased power comes despite the claim that the 500 Series Standard Cab range is the cleanest Japanese-built medium duty truck to reach Australian shores. It meets the Japanese strict but oddly titled post-Post New Long Term (pPNLT) emissions standards, which Daniel Petrovski points out is equivalent to Euro 6. "This is the beauty of system where we run the DPR [Diesel Particulate Reduction system] and then the SCR [Selective Catalytic Reduction]," Petrovski says. "We are getting the best bang for our buck out of the engine and the combustion process, getting the power and most efficiency we can, which is really the big story for Hino. "It's the whole driveline, the improvement in power delivery, driveability and the fuel economy that we're getting out of these new drivelines." However, an obviously excited Petrovski says the jewel in the new 500 Series Standard Cab are the active safety systems. "They are certainly going to take the market to the next level in regards to safety."

Turning point There's no doubt about it. Hino is banking heavily on its safety technology in the new trucks to close the gap on Isuzu's number one ranking in the medium duty market. It introduced Vehicle Stability Control in 2011, which Petrovski says was a turning point for Hino as a brand. "Now our competitors are starting to follow that. They haven't all caught up yet, even with this technology seven years ago, but it is something that the governments are looking at with vehicle stability control as a mandated standard feature in the next lot of brake ADR requirements." Passive safety features include the UN ECE R29 EGIS (Emergency Guard Impact System) cab, driver's SRS airbag, and the Isri NTS2, which now comes with a seatbelt and an SRS pre-tensioner. The front underrun protection (FUP) device, mandatory for the FE model, is now also available in the single cab FC and FD models. However, the big talk of the new 500 Series Standard Cab series is the Pre-Collision System (PCS) — the first of its kind in a Japanese medium duty truck — which incorporates Safety

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Eye (SE), Autonomous Emergency Braking (AEB) and Pedestrian Detection (PD). Previously, these are items you'd most likely only see in a mid-sized or heavy Euro truck. Put simply, if you're behind the wheel of a new 500 Series Standard Cab and are approaching a slow moving or stationary vehicle, the SE camera detects the possible danger and alerts the driver visually through an message on the dash and an audible alert through the two-channel speaker system. This overrides any other operation of the speakers, such as radio or a favourite music playlist. If for whatever reason you take no action, the PCS activates the AEB and automatically activating the brakes to avoid a collision. Hitting the brakes, or attempting to steer around the vehicle in front will signal the AEB that the

driver has everything under control. If a collision is unavoidable, the PCS will take additional action such as flashing the rear brake lamps or, if a collision has occurred, activate the hazard lights. So, it was with quiet trepidation that I climbed into a Hino's passenger seat at the Hamura Test Centre near Tokyo to grab a first-hand look at the PCS in action. First of all, we did a circuit of the track before rounding the bend to be confronted by a stationary vehicle dead ahead. With one eye peering through the windscreen, and the other on the brake pedal, it was soon evident to me that the Japanese driver of the Hino truck had no intent on hitting the brakes. He didn't flinch either as the truck came to a complete stop, well before any possible contact. Impressive! A safer option was taking three of the new

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models around the Hamura track for a test run with Hinos of varying transmissions — manual, AMT and Allison auto. Fortunately, I wasn't required to be a guinea pig for another of the PCS features — Pedestrian Detection. "Pedestrian Detection does, as the name suggests, see people walking on to the road, and it also uses the PCS system to stop," Daniel Petrovski explains. Again, the system will warn the driver to apply the brake using both visual and audible alerts. However when questioned, Petrovski was quick to point out that PD will not pick out other living things such as cattle or kangaroos, the latter being well off the Japanese radar. Petrovski believes it's the first time PD has been installed in a truck, one of the many advantages of being part of the Toyota Group.

ALL GO AT KOGA Hino's Koga huge manufacturing plant in Ibaraki Prefecture in Japan, around two hours north of Tokyo (traffic permitting) is where the new 500 Series Cab is being produced. Koga is Hino's newest manufacturing facility, with construction beginning in October 2011. Knocked down kit production began in May 2012, followed by axle and frame production. Complete vehicle assembly started in July, 2016. Now it produces around 45,000 units per year. The Koga site employs 2000 people working two shifts. Koga was constructed to give Hino the capacity to meet huge global growth in demand for its products, introducing an innovative modular approach to its manufacturing process. Core components such as engines, transmissions, front suspensions, rear suspensions, fuel tanks and cabs are produced separately, before being combined in the final assembly process. Hino says the modular approach enhances production efficiencies and enables it to add peripheral parts specific to markets such as Australia, to specify trucks at the final assembly stage. For anyone who has watched the HBO TV

series Westworld, the Koga robots are an impressive sight. The robots are able to perform multiple production tasks, saving time and factory floor space. On the final production side, Koga has introduced a dry paint booth system, which it says is capable of providing more than 3,000 colours to choose from. The system uses paint mist technology that requires no water for 25 per cent less CO2 emissions.

ABOVE: Cab production at Hino's Koga facility

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Thwarting speed traps

Right: Drive dangerously and the Multi Information Display unit will let you know Opposite top: An FD1124 model fitted with the A05-TE engine, delivering 240hp (177kW) at 2,300rpm and 794Nm of torque at l,400rpm

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"We've been able to adapt their safety systems to the Hino truck to the point where a lot of these systems are operating on a 12-volt circuit," he continues. "So we have our normal truck 24-volt operating systems, and we have these safety systems operating on a 12-volt. So it is a great benefit being part of this greater Toyota Group." The PCS Safety Eye also comes into effect with Adaptive Cruise Control and Lane Departure Warning, also adapted from Toyota. Petrovski says not only is Adaptive Cruise Control a beneficial safety item, it also aids with fuel efficiency. It's a step ahead of a car's regular cruise control. Petrovski explains that once you've turned on the cruise, you then set the speed required. "If you are travelling at 80km/h and there's a vehicle in front and it's doing 60km/h, the vehicle will slow down." He says it's especially beneficial on single lane country roads because, despite the Hino being forced to activate the engine brake to slow down, there's no need to switch the cruise control back on. "So the benefits are that you can use your cruise control more often, which in Japan they do call 'fuel saving cruise', because with your cruise control you're ironing out those constant movements in acceleration, which unconsciously you're making to keep up with the traffic. "And that is the most fuel efficient way to drive." You can also set a safe distance via a left hand rotary switch on the steering wheel, ranging from 16 to 27 metres. It does, however, depend on traffic density, how fast you're travelling or that you simply prefer to feel safer driving further back from the vehicle in front.

A further feature of Adaptive Cruise Control is an overrun setting, from l to 15km/h, which comes into play when driving downhill. "So if it is set at 5km/h, and you get up to 85km/h going down the hill, the vehicle will apply the engine brake and bring you back to that tolerance you've set," Petrovski explains. "For the professional drivers out there, whose licence is their livelihood, this is a protection system in terms of helping them to maintain that set cruise control speed and not go over where the speed trap is usually going to be set up for you." As far as Lane Departure Warning is concerned, most urban delivery drivers will be pleased to hear that it doesn't kick in until the truck is operating above 60km/h. So no issues with constant alerts in loading areas where lane markings can be in abundance. Petrovski says a sideline extra, Staggering Warning, ties in with Lane Departure Warning, which can analyse and warn of erratic driving. "Erratic means those quick movements every now and again, which lends itself to being that of a tired driver. "So what Staggering Warning will do, it will alert you and come up on the screen and on the speakers, and it precharges or prepares the PCS for an incident. "It's basically saying, 'hey, something's not right with the driver'. Whether they're tired or whether they've had a medical condition, and the vehicle gets itself ready. So it's quite an important early detection system," Petrovski says. However, he's quick to add that the new features are not a "package" as such, but are standard on all new Hino 500 Standard Cab models. "We as a brand have decided that safety is important. We're not going to make it an option. "When we talk about these features and what they do, they are active safety features but they are also driver aids. "And when we are sitting with the customer and the driver, and we are doing our driver training, we educate the driver that these are systems for them to use to stay safer. "The driver should be paying full attention to the road and what's going on around them, because safety systems aren't going to be a solution for every single situation out there on the road," Petrovski confirms. "But they will make a massive difference to some of those very common accidents on Australia roads."

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Petrovski explains that when Hino did its research to introduce autonomous emergency braking, it was aware that the Australian government was pushing hard for it to be fitted to trucks. "It's already mandated in Europe, but in Australia, one of the most common accidents where there are fatalities, are truck to single passenger accidents where a passenger car may be waiting to turn right on a country road, single lane, and for whatever reason a truck doesn't see them, and runs into the back of them. "They're the type of accidents where AEB and PCS are going to come into play and really make a difference to that road toll."

Driver enticements Bill Gillespie believes that the extra technology in the new truck, as well as its drivability, especially with the Allison auto, could entice new blood into Australia's truck driving ranks and encourage others to switch companies. "If there's a driver shortage, which there is, and you've only got your labour to sell as a driver and you can drive this truck, or you can drive some 20-year-old shit box, basically I know what you'll be driving. You'll go to drive for people who have modern equipment. Why wouldn't you? "And the legal situation is that, if you can buy and drive this truck versus others, and you choose not to do that and put your drivers in trucks of lesser safety, in our view, you potentially open yourself up to some risk," Gillespie adds. "I think, from our point of view, we specified the new 500 series around technology, and we think Australians are adopters of technology. And I think they'll like that truck. "It will appeal to the owner-driver who wants to have a couple of trucks to drive that are safe, and the big corporate fleets which have to look after a lot of different drivers and they want very safe operating conditions for their drivers. "Then of course, the engine having Euro 6 equivalent emissions should appeal to the big fleets and the mediumsize fleets as well." Gillespie sees the new truck being a hit in the tilt tray market, and for local councils and government but, more importantly, distribution work, especially with the FD model. "The FD is much more of a truck. That six pallet to eight pallet work, that's the bread and butter of distribution work in Australia and with full automatic, we think they'll be very popular." IN addition, he believes the new 500 Series Standard Cab range will go a long way to shortening the gap between Hino and perennial pacesetter Isuzu. "I think there'd be 10 different reasons why, in our view, the gap between ourselves and Isuzu is so large.

"Some of it is just historical; they've had a very strong product range for a very long time and they've been very strong with the major fleets and some of the big government departments. "And in some of those areas, if they have one brand of truck, they tend to stay with the same brand of truck. "In our view, we're better than our current sales, but the point is you've still got to do it." Whether the new 500 Series Standard Cab range can be the "mind changer" Hino believes it is, that remains to be seen. But it's certainly packing the goods to make that happen. B

"Safety systems aren't solution or every | single out there on the road."!

01 Dec 2018 Weekend West, Perth Author: David Meredith • Section: Motoring • Article Type: News Item Audience : 216,071 • Page: 17 • Printed size: 1016.00cm² • Region: WA Market: Australia • ASR: AUD 28,644 • words: 1060 • Item ID: 1044856293

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Hello to overhauled Hino 500 Series With the latest in safety tech, the Japanese standard cab will appeal to Aussie fleets David Meredith

ino’s life story in the Australian setting is one of playing perennial catch-up with Isuzu. But now there’s a new 500 Series standard cab with the best chance ever to outdistance its rivals by leading the charge in safety equipment and electronic systems. There’s a new face to the truck and it’s unquestionably an improvement, even though the cab and doors are the same. A new engine delivers power, torque and efficiency dividends, even though it brings a weight increase of about 150kg. The interior is a major step forward, with a driver-centric dash and control set-up that will make the driving job a lot easier. There is also an expanded range of 54 variants — up from 33 previously. But this fades into sales and spec detail compared with the core reason Australian fleets may well flock to this new

model: a level of technology likely making Hino’s 500 Series standard cab the safest truck in the sector. The evolution of safety systems in the Hino range has accelerated as new models have arrived. First it was the 300-series, then the 500 wide cab, and now the 500 standard cab, which is currently the spearhead of Hino’s intention to lead the light and medium-duty truck safety spectrum. In a nutshell, most of the sophisticated safety and driver aid systems current on the big

linehaul prime movers from Europe can be part of the metropolitan delivery driver’s world. There remain some significant differences, however any 500-Series standard cab owner can now be confident drivers’ accident rates will decline. Local Hino sales people can look their customers in the eye and simply say: “Buy this truck, and you’ll eliminate rear-end collisions in your fleet. “You’ll also avoid bowling over any pedestrians.” How good is that? Pre-Collision System delivers this. It’s actually a compendium of three systems working together and will be a critical part of future autonomous driving capabilities. PCS is not just advance-warning technology; it’s an active package which reads data from a camera and radar unit so vehicles, obstacles and pedestrians are identified and measured for risk of impact. The control unit will then alert the driver with an audible warning along with a visual alert on the truck’s LCS multi-information display. If those warnings are ignored, the system will disengage the throttle and apply the brakes up to a full emergency stop if necessary. A couple of scenarios are relevant here. In the event of a driver not paying attention, the system will prevent the initial impact by calculating the point braking is needed and take

control. The only non-computed factor is wet weather, as the truck will inevitably depend on its ABS system to prevent lock-up. If a medical event renders the driver unconscious the truck will come to a stop but without driver input will then idle forward to a minor impact — a bump instead of a catastrophe. The potential benefits of having this system on a delivery fleet cannot be overestimated, as in either of the above cases the degree of damage to property and person will be dramatically reduced. Of course if a truck brakes when the driver is not expecting it, it’s likely he or she will be startled into action and help avoid the accident. PCS will make a quiet departure from the scenario and go back on watch while the driver is still wondering what happened. Tied to PCS is the vehicle stability control system, which will try and balance the truck by juggling individual wheel braking and engine control systems. It reads steering angle, wheel rotation speed, yaw rate and lateral g-forces to calculate what it needs to do. Short of a determined idiot who heads for a corner at twice the reasonable speed, it is likely to save many an insurance claim when a driver’s judgment is lacking. For the first time in a Japanese truck, the cruise

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control system is now adaptive. It operates from 35km/h on manual or automated manual transmission trucks and 50km/h for the auto and will act to maintain a safe distance behind a vehicle ahead by controlling the throttle and using the engine brake if necessary. It comes from the Toyota Group parts bin and is therefore a 12-volt system in a 24-volt truck. Increasingly, new car drivers are becoming used to this feature, as are drivers of European heavy-duty trucks. We can expect more of that technology to trickle down to the medium and light duty sectors. Additionally, a highdefinition camera is now standard. It provides an image to the 6.5-inch high-definition audiovisual display and has night vision capability and a microphone. The passive safety picture is no less impressive, plus the headlamp assemblies are all LEDs — head, fog and DRLs. Finally, get this: there’s a “staggering warning”, which reads erratic driving and starts warning the driver to sharpen up, while alerting the PCS system to get ready to take control. All of this technology is standard. Inside, there are big changes. New, larger round air vents, a new instrument panel with bigger dials and characters plus a 7-inch display in the middle, and six screens on the multi-information display. There’s a new model ISRI seat with longer travel. Trim is brown, or what the marketing people call “earthy tones.” I’m told the dealers were negative at first but got to like it. The 5.0-litre four-cylinder engine is a big story. It’s basically a cut-down 9.0-litre six-cylinder with the same

block and bottom-end. It has gobs of torque and at last a ridgy-didge Jake Brake. A six-speed manual, sixspeed AMT and Allison automatics are available, though I don’t understand why they bother with the AMT when the Allison is clearly affordable. But I suspect none of it will have as significant an impact on a fleet than the PCS system. The economic consequences of an accident — downtime, repairs, insurance claims etcetera, plus the infinitely more expensive human cost, are now largely avoidable.

The evolution of safety systems . . . has accelerated as new models have arrived.

The interior is ‘earthy’ and practical.

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The 5.0 litre four-cylinder engine is a cut-down 9.0 litre.

The new Hino 500 Series combines smooth handling and safety.

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The new 500 standard cab cloaks a safety system that leads the market.

14 Dec 2018 Big Rigs, National Section: General News • Article Type: News Item • Audience : 26,329 • Page: 37 Printed size: 478.00cm² • Region: National • Market: Australia • ASR: AUD 2,086 words: 538 • Item ID: 1050652392

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New Hino raises safety bar Industry leading features in new truck THE all-new Hino 500 Series Standard Cab models boast the most comprehensive active safety package ever offered by a Japanese manufacturer in the Australian medium duty truck category. Big Rigs got the run-down on exactly what you can expect from the “active safety system” features during a presentation by Daniel Petrovski, Hino’s manager of product safety. Pre-Collision Safety: The Next Level in Active Safety Technology “PCS is a true Active Safety system that, via the combination of camera and radar technology can detect potential collisions with another vehicle, a pedestrian and/or other object,” Mr Petrovski said. “PCS continuously scans the road in front of the truck and assists the driver to actively minimise the type of accidents that regularly occur through poor vision, driver distraction or poor judgement. “A common accident scenario that we believe PCS will reduce is a rear-end collision with another vehicle – for instance, on a single lane road where a driver may not notice that the vehicle ahead is slowing or already at a standstill.” Adaptive Cruise Control & Lane Departure Warning System ACC takes the basic principle of cruise control a step further – while maintaining the speed set by

the driver, it also utilises the Safety Eye to continuously scan the road in front of the truck. If a slower vehicle is detected in front, the ACC will reduce the engine acceleration and even engage the engine brake to adapt the truck’s speed to that of the other vehicle. The ACC system will then continue to ensure the truck maintains a safe following distance from the vehicle in front. Vehicle Stability Control A cornerstone of the Hino active safety package is Vehicle Stability Control (VSC) which is now standard on every Hino 500 Series Standard Cab model. “Hino led the Japanese manufacturers by fitting VSC as standard equipment to our entire 300 Series range in 2011 – this critical lifesaving safety feature was extended to the 500 Series Wide Cab in 2017, the 300 Series 4x4 in 2018 and now the all-new 500 Series Standard Cab models,” Mr Petrovski said. With the launch of the new 500 Standard Cab, Hino will be the first Japanese truck manufacturer to offer the Vehicle Stability Control (VSC) as standard equipment on every model from the 300 Series car licence through to the 500 Series 6x4 350 horsepower FM models. Reverse Camera To optimise visibility around the truck, a high definition reverse camera is fitted as standard – it is

equipped with night vision capability plus a microphone and is linked to the new 6.5” high definition audio visual unit. When combined with the generously sized windscreen, large electronically adjustable heated mirrors and convex spotter mirrors, it allows the driver to achieve near 360 degree vision, further improving safety and assisting the driver when manoeuvring the vehicle. “Around vehicle vision is another area in which Hino is proving itself as a leader in active safety,” Mr Petrovski said.

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SAFETY FIRST: The all-new Hino 500 Series Standard Cab models boasts a comprehensive active safety package. PHOTO: CONTRIBUTED

Product strategy manager Daniel Petrovski with the new model. PHOTO: JAMES GRAHAM

The new Hino packs a punch under the hood. PHOTO: JAMES GRAHAM

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January, 2019 ATN - Australasian Transport News, National Author: Greg Bush • Section: General News • Article Type: News Item • Audience : 6,368 Page: 70 • Printed size: 7430.00cm² • Region: National • Market: Australia ASR: AUD 64,235 • words: 2872 • Item ID: 1058347780

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SAFETY FIRST FOR HINO Hino’s new ’street smart’ 500 Series Standard Cab medium-duty truck is matching the larger European rigs in terms of technology and, more importantly, safety W O R D S

G R E G

B U S H

he terms ‘next generation,

First off was the driveline, with the

‘ground breaker’, ‘game

Hino 500 Series Standard Cab range

changer’ and the like have

been bandied around whenever

four-cylinder diesel. It’s interesting to

a new truck model has been

note that the A05 is a smaller version

released, especially over the last

of the A09 six-cylinder engine that sits

couple of years. So where does the new

in Hino’s 700 series heavy duty models

Hino 500 Series Standard Cab fit in

in Japan, as well as the 500 Series Wide

among that terminology? According to

Cab models in Australia. What’s more,

Bill Gillespie, Hino Trucks Australia

the A05 produces as much torque as

general manager, the new ‘street

the larger J08 engines in the 500 Series

smart’ Hino deserves to be identified

Wide Cab models, plus 10 to 20 per cent

as a ‘mind changer’; a phrase that

more torque than the J07 engine in the

surfaced at a recent Hino meeting.

superseded Standard Cab trucks.

So, to see what all the fuss was about,

Depending on the models within the

I travelled north to Hino Motors HQ

new range, engine power ranges from

in Tokyo to catch a preview of the

240hp to 260hp (179kW to 194kW).

new models.

The FC 1124 and FD 1124 come with the A05-TE engine, delivering 240hp

Below: Hino unveils the new FE 1426 500 Series Standard Cab to the Australian media

at 2,300rpm and 794Nm of torque at 1,400rpm. The FE 1424 crew cabs get the A05-TD, again with 240hp at 2,300rpm and 833Nm of torque at 1,400rpm. The top-of-the range FD 1126 and FE 1426 models receive the A05C-TC, with Hino boasting peak power of 260hp at 2,300rpm and a torque rating of 882Nm at 1,400rpm. “The high torque output and the low revving nature of this engine is further evidence of its heavy duty genes

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Hino’s 500 Series

Page 2 of 7

TRUCK REVIEWS

January, 2019 ATN - Australasian Transport News, National Author: Greg Bush â&#x20AC;˘ Section: General News â&#x20AC;˘ Article Type: News Item â&#x20AC;˘ Audience : 6,368 Page: 70 â&#x20AC;˘ Printed size: 7430.00cmÂ˛ â&#x20AC;˘ Region: National â&#x20AC;˘ Market: Australia ASR: AUD 64,235 â&#x20AC;˘ words: 2872 â&#x20AC;˘ Item ID: 1058347780

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TRUCK REVIEWS

Hinoâ&#x20AC;&#x2122;s 500 Series

Above: 7KH ČŠYH OLWUH IRXU F\OLQGHU GLHVHO JLYHV PRUH EDQJ IRU LWV EXFN

â&#x20AC;&#x201C; while reducing rpm improves the

LX transmission was fitted to the previous

fuel efficiency it also reduces stress on the

Standard Cab models, the new range of

2SSRVLWH 7KH QHZ UDQJH OLQHV XS DW WKH +DPXUD 7HVW &HQWUH QHDU 7RN\R LQFOXGLQJ WKH )( FUHZ FDE PRGHO ULJKW

engine and ultimately improves reliability

MX â&#x20AC;&#x2122;boxes are designed to support the A05

and durability,â&#x20AC;? says Daniel Petrovski, manager

engineâ&#x20AC;&#x2122;s increased torque.

%HORZ 7KH )( KDV KS DW USP

of product strategy for Hino Trucks and Buses in Australia. The six-speed Allison 2500 automatic transmission is available across the entire new

FE and FD customers also have the choice of the Hino Automated Manual Transmission (AMT) with the MX06 and MX07 engines. Gillespie, however, foresees that most

range of 500 Series Standard Cabs, although

buyers will opt for the Allison fully automatic

more traditional choices remain. The FC and

â&#x20AC;&#x2122;box. More to the point, heâ&#x20AC;&#x2122;s says advance

FD models are fitted as standard with the

sales are pointing to the Allison at 70 per cent,

LX06 and MX06 manual gearboxes; the FE

25 per cent for manual, while only 5 per cent

model housing the MX07 manual. While the

of customers will choose the AMT. â&#x20AC;&#x153;You drive an AMT and then you drive a full auto, but unless youâ&#x20AC;&#x2122;re particularly keen on AMT, I think youâ&#x20AC;&#x2122;d buy the full auto,â&#x20AC;? Gillespie says. â&#x20AC;&#x153;The biggest problem weâ&#x20AC;&#x2122;ve got at the moment is: a) people wanting to be truck drivers; and b) being experienced seems to be an issue. â&#x20AC;&#x153;So, if they can get an automatic, and I know it goes against the grain for hard core truck people, but if they can do that, thatâ&#x20AC;&#x2122;s what they will be doing. â&#x20AC;&#x153;The wide cabs have an Allison auto, a number of our trucks run the Allison automatic, so itâ&#x20AC;&#x2122;s not new to our brand and of course itâ&#x20AC;&#x2122;s not new to the wider truck world. Itâ&#x20AC;&#x2122;s very well received,â&#x20AC;? Gillespie adds. The increased power comes despite the claim that the 500 Series Standard Cab range is the cleanest Japanese-built medium

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duty truck to reach Australian shores. It meets the Japanese strict but oddly titled post-Post New Long Term (pPNLT) emissions standards, which

“Unless you’re particularly keen on AMT, I think you’d buy the full auto.”

Petrovski points out is equivalent to Euro 6. “This is the beauty of system where we run the DPR [Diesel Particulate Reduction system] and then the

Vehicle Stability Control in 2011, which

(AEB) and Pedestrian Detection (PD).

Petrovski says was a turning point for

Previously, these are items you’d most

Hino as a brand.

likely only see in a mid-sized or heavy

“Now our competitors are starting to

Euro truck.

SCR [Selective Catalytic Reduction],”

follow that. They haven’t all caught up

Petrovski says.

yet, even with this technology seven

wheel of a new 500 Series Standard

Put simply, if you’re behind the

years ago, but it is something that the

Cab and are approaching a slow-

our buck out of the engine and the

governments are looking at with vehicle

moving or stationary vehicle, the SE

combustion process, getting the power

stability control as a mandated standard

camera detects the possible danger and

and most efficiency we can, which is

feature in the next lot of brake ADR

alerts the driver visually through an

really the big story for Hino.

[Australian Design Rules] requirements.”

message on the dash and an audible

“We are getting the best bang for

“It’s the whole driveline, the

Passive safety features include

improvement in power delivery,

the UN ECE R29 EGIS (Emergency

system. This overrides any other

driveability and the fuel economy

Guard Impact System) cab, driver’s

operation of the speakers, such as

that we’re getting out of these new

Supplemental Restraint System (SRS)

radio or a favourite music playlist.

drivelines.”

airbag, and the Isri NTS2, which now

Petrovski, however, says the jewel in the new 500 Series Standard Cab are the active safety systems. “They are

If, for whatever reason, you take

comes with a seatbelt and an SRS

no action, the PCS moves into the

pre-tensioner.

next phase, activating the AEB and

The front underrun protection

certainly going to take the market to

device, mandatory for the FE model, is

the next level in regards to safety.”

now also available in the single cab FC and FD models.

TURNING POINT

alert through the two-channel speaker

automatically applying the brakes to avoid a collision. Hitting the brakes, or attempting to steer around the vehicle in front,

However, the big talk of the new

will signal the AEB that the driver has

There’s no doubt about it. Hino is

500 Series Standard Cab series is the

everything under control. If a collision

banking heavily on its safety technology

Pre-Collision System (PCS) – the first

is unavoidable, the PCS will take

in the new trucks to close the gap on

of its kind in a Japanese medium-duty

additional action such as flashing the

Isuzu’s number one ranking in the

truck – which incorporates Safety Eye

rear brake lamps or, if a collision has

medium duty market. It introduced

(SE), Autonomous Emergency Braking

occurred, activating the hazard lights.

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TRUCK REVIEWS

Hinoâ&#x20AC;&#x2122;s 500 Series A safer option was taking three of the

â&#x20AC;&#x153;Safety systems arenâ&#x20AC;&#x2122;t going to be a solution for every single situation out there on the road.â&#x20AC;?

new models around the Hamura track with varying transmissions â&#x20AC;&#x201C; manual, AMT and Allison auto. Fortunately, I wasnâ&#x20AC;&#x2122;t required to be a guinea pig for another of the PCS features â&#x20AC;&#x201C; Pedestrian Detection. â&#x20AC;&#x153;Pedestrian Detection does, as the name suggests, see people walking on to the road, and it also uses the PCS system to stop,â&#x20AC;? Daniel Petrovski explains. Again, the system will warn the driver to apply the brake using both visual and audible alerts. However, when questioned, Petrovski was quick to point out that PD will not pick out other living things such as cattle or kangaroos, the latter being well off the Japanese radar. Petrovski believes itâ&#x20AC;&#x2122;s the first time PD has So, it was with quiet trepidation that I climbed into a Hinoâ&#x20AC;&#x2122;s passenger seat at the Hamura Test Centre to grab a first-hand look

Opposite: Drive dangerously and the Multi Information Display unit will let you know

â&#x20AC;&#x153;Weâ&#x20AC;&#x2122;ve been able to adapt their safety systems to the Hino truck to the point where a

the track before rounding the bend to be

lot of these systems are operating on a 12-volt

confronted by a stationary vehicle dead ahead.

circuit,â&#x20AC;? he continues. â&#x20AC;&#x153;We have our normal truck 24-volt

windscreen, and the other on the brake pedal,

operating systems, and we have these safety

it was soon evident to me that the Japanese

systems operating on a 12-volt. So it is a

driver of the Hino truck had no intent on

great benefit being part of this greater

hitting the brakes. He didnâ&#x20AC;&#x2122;t flinch either as

Toyota Group.â&#x20AC;?

the truck came to a complete stop, well before

The PCS Safety Eye also comes into effect

any possible contact. Impressive!

with Adaptive Cruise Control and Lane

Hinoâ&#x20AC;&#x2122;s Koga manufacturing plant in Ibaraki Prefecture LQ -DSDQ DURXQG WZR KRXUV QRUWK RI 7RN\R WUDČ¨F permitting), is where the new 500 Series Cab is being produced. Koga is Hinoâ&#x20AC;&#x2122;s newest manufacturing plant, with construction beginning in October 2011. Knocked down kit production began in May 2012, followed by axle

and frame production. Complete vehicle assembly started in July, 2016. Now it produces around 45,000 units per year. The Koga site employs 2,000 people working two shifts. Koga was constructed to give Hino the capacity to meet huge global growth in demand for its products, introducing an innovative modular approach to its manufacturing process. Core components such as engines, transmissions, front suspensions, rear suspensions, fuel tanks and cabs are produced VHSDUDWHO\ EHIRUH EHLQJ FRPELQHG LQ WKH ČŚQDO assembly process. Hino says the modular approach enhances SURGXFWLRQ HČ¨FLHQFLHV DQG HQDEOHV LW WR DGG SHULSKHUDO SDUWV VSHFLČŚF WR PDUNHWV VXFK DV $XVWUDOLD WR VSHFLČŚF WUXFNV DW WKH ČŚQDO assembly stage. For anyone who has watched the HBO TV series Westworld, the Koga robots are an impressive sight. The robots are able to perform multiple production WDVNV VDYLQJ WLPH DQG IDFWRU\ Č§RRU VSDFH 2Q WKH ČŚQDO SURGXFWLRQ VLGH .RJD KDV LQWURGXFHG a dry paint booth system, which it says is capable of providing more than 3,000 colours. The system uses waterless paint mist technology that for 25 per cent less CO2 emissions.

Cab production at Hinoâ&#x20AC;&#x2122;s Koga facility

ALL GO AT KOGA

advantages of being part of the Toyota Group.

at the PCS in action. First of all, a circuit of

With one eye peering through the

Above: Hino Trucks Australia general manager Bill Gillespie

been installed in a truck, one of the many

Page 5 of 7

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Departure Warning, also adapted from Toyota. Petrovski says not only is Adaptive Cruise Control a beneficial safety item, it aids with fuel efficiency. It’s a step ahead of a car’s regular cruise control. Petrovski explains that once you’ve turned on the cruise, you then set the speed required. “If you are travelling at 80km/h and there’s a vehicle in front and it’s doing 60km/h, the vehicle will slow down.” He says it’s especially beneficial on single lane country roads because, despite the Hino being forced to activate the engine brake to slow down, there’s no need to switch the cruise control back on. “The benefits are that you can use your cruise control more often, which in Japan they do call ‘fuel saving cruise’, because with your cruise control you’re ironing out those constant movements in acceleration, which unconsciously you’re making to keep up with the traffic. “And that is the most fuel efficient way to drive.” You can also set a safe distance via a left hand rotary switch on the steering wheel, ranging from 16 to 27 metres. It does, however, depend on traffic density, how fast you’re travelling or

60km/h. So no issues with constant

as a brand have decided that safety is

that you simply prefer to feel safer

alerts in loading areas where lane

important. We’re not going to make it

driving further back from the vehicle

markings can be in abundance.

an option.

in front.

Petrovski says a sideline extra,

“When we talk about these features

Staggering Warning, ties in with Lane

and what they do, they are active safety

SPEED TRAPS

Departure Warning, which can analyse

features but they are also driver aids.

A further feature of Adaptive Cruise

and warn of erratic driving.

Control is an overrun setting, from 1 to

“Erratic means those quick

“And when we are sitting with the customer and the driver, and we are

15km/h, which comes into play when

movements every now and again, which

doing our driver training, we educate

driving downhill.

lends that to being that of a tired driver.

the driver that these are systems for

“If it is set at 5km/h, and you get up to

“So what staggering warning will

them to use to stay safer.

85km/h going down the hill, the vehicle

do, it will alert you and come up on

will apply the engine brake and bring

the screen and on the speakers, and it

attention to the road and what’s going

you back to that tolerance you’ve set,”

pre-charges or prepares the PCS for an

on around them, because safety systems

Petrovski explains.

incident.

aren’t going to be a solution for every

“For the professional drivers out

“It’s basically saying, ‘hey, something’s

“The driver should be paying full

single situation out there on the road.

there, whose licence is their livelihood,

not right with the driver’. Whether

this is a protection system in terms of

they’re tired or whether they’ve had a

difference to some of those very

helping them to maintain that set cruise

medical condition, and the vehicle gets

common accidents on Australia roads.”

control speed and not go over where the

itself ready. So it’s quite an important

speed trap is usually going to be set up

early detection system,” Petrovski says.

for you.” As far as Lane Departure Warning is

However, he’s quick to add that the

“But they will make a massive

Petrovski says when Hino did its research to introduce autonomous emergency braking, it was aware that

new features are not a “package” as such,

the Australian government was pushing

concerned, most urban delivery drivers

but are standard on all new Hino 500

hard for it to be fitted to trucks.

will be pleased to hear that it doesn’t

Standard Cab models.

kick in until the truck is operating above

“That’s quite important in that we

“It’s already mandated in Europe, but in Australia, one of the most common

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Page 7 of 7

and youâ&#x20AC;&#x2122;ve only got your labour to sell as a driver and you can drive this truck, or you can drive some 20-year-old shit box, basically I know what youâ&#x20AC;&#x2122;ll be driving,â&#x20AC;? Gillespie says. â&#x20AC;&#x153;Youâ&#x20AC;&#x2122;ll go to drive for people who have modern equipment. Why wouldnâ&#x20AC;&#x2122;t you? â&#x20AC;&#x153;And the legal situation is that, if you can buy and drive this truck versus others, and you choose not to do that and put your drivers in trucks of lesser safety, in our view, you potentially open yourself up to some risk. â&#x20AC;&#x153;I think, from our point of view, we specified the new 500 series around technology, and we think Australians are adopters of technology. And I think theyâ&#x20AC;&#x2122;ll like that truck. â&#x20AC;&#x153;It will appeal to the owner-driver who wants to have a couple of trucks to drive that are safe, and the big corporate fleets which have to look after a lot of different drivers and they want very safe operating conditions for their drivers. â&#x20AC;&#x153;Then of course, the engine having Euro 6 Above: $Q )' PRGHOV ČŠWWHG ZLWK WKH $ 7( HQJLQH GHOLYHULQJ KS N: DW USP DQG 1P RI WRUTXH DW USP

accidents where there are fatalities are truck to

equivalent emissions should appeal to the big

single passenger accidents where a passenger

fleets and the medium-size fleets as well.â&#x20AC;?

car may be waiting to turn right on a country

Gillespie sees the new truck being a

road, single lane, and for whatever reason a

hit in the tilt tray market, and for local

truck doesnâ&#x20AC;&#x2122;t see them, and runs into the back

councils and government but, more

of them.

importantly, distribution work, especially

â&#x20AC;&#x153;Theyâ&#x20AC;&#x2122;re the type of accidents where AEB and PCS are going to come into play and really make a difference to that road toll.â&#x20AC;?

with the FD model. â&#x20AC;&#x153;The FD is much more of a truck. That sixpallet to eight-pallet work, thatâ&#x20AC;&#x2122;s the bread and butter of distribution work in Australia

DRIVER ENTICEMENTS

and with full automatic, we think theyâ&#x20AC;&#x2122;ll be

Bill Gillespie believes that the extra

very popular.â&#x20AC;?

technology in the new truck, as well as its

He believes the new 500 Series Standard

drivability, especially with the Allison auto,

Cab range will go a long way to shortening

could entice new blood into Australiaâ&#x20AC;&#x2122;s truck

the gap between Hino and perennial

driving ranks and encourage others to switch

pacesetter Isuzu.

companies. â&#x20AC;&#x153;If thereâ&#x20AC;&#x2122;s a driver shortage, which there is,

â&#x20AC;&#x153;I think thereâ&#x20AC;&#x2122;d be 10 different reasons why, in our view, the gap between ourselves and Isuzu is so large. â&#x20AC;&#x153;Some of it is just historical; theyâ&#x20AC;&#x2122;ve had a very strong product range for a very long time and theyâ&#x20AC;&#x2122;ve been very strong with the major fleets and some of the big government departments. â&#x20AC;&#x153;And in some of those areas, if they have one brand of truck, they tend to stay with the same brand of truck. â&#x20AC;&#x153;In our view, weâ&#x20AC;&#x2122;re better than our current sales, but the point is youâ&#x20AC;&#x2122;ve still got to do it.â&#x20AC;? Whether the new 500 Series Standard Cab range can be the â&#x20AC;&#x153;mind changerâ&#x20AC;? Hino believes it is, that remains to be seen. But itâ&#x20AC;&#x2122;s certainly packing the goods to make that happen.

February, 2019 Prime Mover, National Section: General News • Article Type: News Item • Audience : 15,000 • Page: 36 Printed size: 2325.00cm² • Region: National • Market: Australia • ASR: AUD 17,409 words: 1827 • Item ID: 1077028740

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CLOSI NG

HINO IS ON THE HUNT FORA MUCH LARGER SLICE OF THE AUSTRALIAN MEDIUM-DUTYTRUCK MARKETTOTHIS END.THE COMPANY HAS PULLED OUT ALL STOPS IN THE DEVELOPMENT OF ITS ALL-NEW 500 SERIES STANDARD CAB RANGE. PRIME MOVER RECENTLY VISITED JAPAN TO DISCOVER ALLTHE INS AND OUTS OFTHIS POTENTIALLY GAME-CHANGING NEW MODEL.

..-ious wheelbase lengths make up e 500 Series Standard Cab range.

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While Japan has a comprehensive network of multi-lane freeways the majority of heavy trucks are 8x4 rigids.

apan is a land of stark contrasts. On the one hand there are places where nothing much has changed for centuries. A great example is the Ishikawa Brewery in Tokyo that makes sake and beer using the same time-honoured methods that were first used when it was established in 1863. The brewery is owned by the Ishikawa family, now in its 18th generation, which first settled around the time a bloke named Cook stumbled upon Australia. Yet many other parts of the sprawling city of Tokyo are hi-tech and modern. Wall-to-wall apartment blocks blink with aeronautical lights; and petrol stations due to space constraints have bowsers mounted in the ceiling with the retractable hoses reaching down like stalactites. Then there's the whizz-bang road network consisting of multi-lane freeways, which to this foreign observer seem eminently suitable for high productivity vehicles like semi-trailers or even B-doubles.

The reality is, though, that in contrast to Australia where B-doubles are commonplace, in lapan heavy-duty 8x4 rigid trucks rule the roost, accompanied by a smattering of semi-trailers and definitely no B-doubles or other high productivity combinations like those seen Down Under. It seems the need for manoeuvrability in restricted depots and on the narrow, winding roads that traverse the mountainous regions of the country overrides the benefits of having longer vehicles which could ostensibly carry as much freight as two of the rigid trucks that are commonplace in Japan at present. There is another transport-related contrast between the two countries: Hino has, for the past 44 years, been the sales leader in lapan while I lino Australia has been aspiring to be this country's market leader for nearly as long. So with a light- and medium-duty product portfolio that's now far stronger than ever before, Hino is positioning itself to make primemovermag.com.au •

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some serious ground on the market leader in this country. Perhaps the ultimate goal is to replicate the sales success achieved by the parent company. To this end, last November Hino Motor Sales Australia (I IMSA) transported a group of journalists to Japan where much was shared about the development, production and testing of the all-new 500 Series Standard Cab models. During the course of the trip, Hino General Manager of Brand and Franchise Development, Bill Gillespie, outlined the company's aim to substantially increase its share of the medium-duty market. "We are on-track to attain an overall sales figure of 5600 units for 2018 with a goal of achieving 6000 units next year," Bill said. "Our medium-duty target for next year is 2500 units, comprising 1500 Standard Cab and 1000 Wide Cab 500 Series trucks. "We believe I lino's 'Value Story' is an important element to communicate to new and repeat customers," he added. "We have deliberately up-specced the new 500 Series Standard Cab to enable us to stay ahead of the curve. This will help us achieve our goal of a 50/50 split of private and fleet sales." Keen to elaborate on the many facets of Hino's Value Story that can be seen in the new 500 Series Standard Cab was Hino Japan's Chief Engineer, Koyu Goto. Koyu, whose current responsibility is with product planning and development of Hino's medium-duty trucks, has been concentrating his efforts on the new 500 Series Standard Cab for the last three years. He began by thanking the media contingent for their attendance and also for their patience in waiting for the all-new model to arrive, given the 15-year period since the previous model was released. His presentation included three key themes that encompass Hino's aim for the new model as 'the truck that will be selected by customers all over the world.' The three themes he outlined are satisfaction and delight in driving; solutions for the management; and safe operation. Critically, Koyu was eager to point out that

> februdry 2019

Cab dimensions have been enlarge 193cm (6'4") tall. Air suspended ISRI

Satisfaction and delight in driving refers to the exterior and interior designs and features which have a direct impact on the driver., we worked on achieving an advanced and dynamic form while also making sure it was at harmony with the city environment in which these trucks generally work' Koyu Goto Hino Japan's Chief Engineer

Hino's new 500 Series Standard Cab has been designed to an unprecedented level with the Australian driver in mind. "Satisfaction and delight in driving refers to the exterior and interior designs and features which have a direct impact on the driver," he said. "With the exterior styling we worked on achieving an advanced and dynamic form while also making sure it was at harmony with the city environment in which these trucks generally work." An important element of the exterior in terms of both form and function are the new HN-R48-certified LED headlamp assemblies, which give the new truck a strikingly modern appearance. These incorporate the safety benefits of turn signals, daytime running lights (DRLs) and fog/ cornering lights in the one stylish package and provide the biggest external differentiation from the previous series with its separate triangular indicator lights.

Upon opening the door, the new interior is an even bigger surprise - in more ways than one - with what in our opinion is the most modern car-like interior we've seen in a Japanese medium-duty truck to date. For example, there is a tri-colour scheme of dark maroon, black and camel and the steering wheel has cruise control and audio function switches incorporated into both horizontal spokes. And the cab dimensions are bigger as it's been specifically designed to accommodate Australian drivers up to 193cm (6'4") tall whereas the previous model was designed for drivers no taller than 179cm (5'10").To manage this the cab has been lengthened by 48mm and heightened by 15mm. This has also helped with extra room in the Australian Design Rule 42 (ADR42) compliant 'sleeping quarters' behind the seats. Furthering driver comfort and convenience

Page 3 of 4

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is the standard 1SRI NTS-2 air-suspended drivers chair with integrated seatbelt. This can be replicated on the passenger side as an option. Another highlight is the comprehensive array of LED room lights set into the headlining which literally transform the darkest night into bright daylight inside the cab. The instrument cluster is all new, too, with easy to read large diameter speedo and tacho, each incorporating an air pressure gauge at the bottom. Between the main dials resides a 7.0-inch Liquid Crystal Display (LCD) which features ECO Tree, a system that evaluates driving style and notifies the driver via a novel shaded zone at the top which changes hue from green (ecodriving) to blue (acceleration) to help the driver maximise ecodriving time. The piece de resistance of the interior package sits smack bang in the middle of the dash. It is a new 6.5-inch touch-screen multimedia unit with wi-fi connectivity that enables over-theair updates of software as they become available. The unit also features a curated Hino Application (app) Store, which enables the operator to further personalise their drive by selecting apps for music, audiobooks or other useful information such as weather conditions or maps. In addition, the screen displays the view from the standard reversing camera. With the second theme of Solution for the Management, Koyu said the new A05C engine was a significant step forward in terms of power and torque levels as well as higher fuel efficiency and lower emissions, not to mention enhanced durability. The A05 is a four-cylinder derivative of the six-cylinder A09 which powers the heavy-duty 700 Series in Japan and the heavy-duty 500 Series Wide Cab models in Australia. As such, the A05 engine has the same robust construction including 90mm diameter crankshaft journals and high-rigidity engine block. These bode well for a long, trouble free service life. In terms of performance, the A05 comes with three different ratings depending on the model. The EC 1124 and FD 1124 models share ratings of 240hp at 2,300rpm and 794Nm of torque at l,400rpm, while the FE 1424 crew models harness 240hp at 2,300rpm and 833Nm at l,400rpm. Meanwhile, the range-topping FD 1126 and FE 1426 models sport 260hp at 2,300rpm and a healthy 882Nm at 1400rpm. "With 10 to 20 per cent more torque than the previous engine, the high torque output at lower revs is further evidence of the A05's heavy-duty foundation," Koyu said. "While reducing rpm improves fuel efficiency it also reduces stress on the engine and ultimately improves reliability and durability." He then proceeded to explain an exciting development on the new engine, namely a Jacobs Engine Brake - better known as Jake brake - that was previously only available in heavy-duty trucks. "This is the first time a Japanese medium-duty truck below 15 tonnes Gross Vehicle Mass has been fitted with a 'fair dinkum' engine brake as standard," Koyu explained with a grin. "This provides a full 50Nm more retarding torque than was available with the previous J07 engine and, combined with the downhill

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descent control, sets a new benchmark in this class of truck." The third and arguably most important theme Koyu expanded on was Safe Operation. In this area Hino's new 500 Series Standard Cab delivers in spades. The comprehensive list of standard active safety features includes Pre-Collision Safety System (PCS), Vehicle Stability Control (VSC), Scanning Cruise II (Adaptive Cruise Control) and Lane Departure Warning System (LDWS). In many cases these safety systems have been adapted for Hino's use from the systems found in Toyota passenger cars and light commercials. PCS uses two components - an Extremely High Frequency Radar mounted in the front bumper and an image sensor Hino calls Safety Eye situated low in the windscreen. These work together to detect vehicles and pedestrians and, if the system determines a collision is imminent, will autonomously apply the brakes to bring the vehicle to a stop. The cab also features a number of safety inclusions such as the UN-R29 certified Emergency Guard Impact Safety, which is a side intrusion beam in the doors. This is complemented by a driver's airbag, pre-tensioning seatbelts and a collapsible steering column. All up the new Hino 500 Series Standard Cab represents a quantum leap in all areas compared to its predecessor. While 15 years in the making is a long time, we reckon it was well worth the wait. It sets the scene for medium-duty trucks in Australia for the next decade or more. ©

When moving Heavy Loads comfort equals Safety. Everyday demands are increasing, Safety is important. To achieve Safety you require comfort. Make sure you have an ISRI Seat.

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TRUCK DEVELOPMENT

THE

GREAT

FORWARD F With the introduction of the new 500 Series Standard Cab range this year, Hino looks like it’s about to take a great leap forward in its standing in the Australian market. Tim Giles went to Japan to speak to the engineers, both from Australia and Japan, who have developed the latest model for the Australian market.

n the world of medium duty trucks, Japanese truck manufacturers have complete control of the market in Australia. There are four brands from Japan which play in this space and they sell 95 per cent of all the trucks sold in this segment. Of these four, Isuzu and Hino are the dominant players, with Isuzu coming out as number one for most of the last 30 years. The innovations in the new model range take the 500 Series Standard Cab well beyond its competitors in this market segment, in terms of electronic safety equipment offered as standard. The Hino 500 now includes a Pre-Collision System (PCS) which includes Autonomous Emergency Braking (AEB), Pedestrian Detection (PD) and Safety Eye (SE). There is also Adaptive Cruise Control and a Lane Departure Warning System. There’s also a new five litre engine, based on the nine litre introduced last year, with plenty of torque. Transmission choices are now between manual, automated manual transmission (AMT)

DIESEL January-February 2019

and fully auto across the range. The new A05 engine is a four cylinder derivative of the larger A09 six cylinder heavy duty engine fitted to the 700 Series heavy duty models in Japan as well as the medium and heavy duty 500 Series Wide Cab models in Australia. “The level of safety on this truck has never been seen before in a Japanesebuilt medium duty truck in Australia – this is complemented by the superior torque, increased power and reduced fuel consumption of the all-new heavy duty Hino A05 turbo charged five litre four-cylinder diesel engine,” said Hino Australia’s Manager of Product Strategy Daniel Petrovski. This new model represents a step change in the Japanese offering in the medium duty truck market. There has been a gradual evolution in the past 15 years as the Japanese truck makers have introduced incremental improvements in the sophistication in their trucks. Cruise control, antiskid braking system (ABS), improved entertainment systems, et al

TRUCK DEVELOPMENT

LEAP

OR HINO

www.dieselnews.com.au

TRUCK DEVELOPMENT

have come along piece by piece at the same time as the sophistication of the driveline improved to include electronic engines with exhaust gas recirculation, selective catalytic reduction (SCR) and so on. This time it’s different. Hino is taking this whole truck segment and driving it forward into the 21st century. The safety technology coming into the Hino range is at a level comparable with the latest technologies fitted in new European trucks. (see page 30 for Diesel’s story about UD Trucks introducing this technology into heavy duty trucks) The electronic architecture in the new models is all new and will provide the platform for much more powerful sophistication in the coming years. This takes Hino a couple of steps ahead of its direct Japanese rivals in the medium duty segment. With the introduction of the new 500 Series Standard Cab, Hino has thrown down the gauntlet to its rivals. The question is, whether they will be willing or able to match the offer.

DIESEL January-February 2019

ALTHOUGH THE CAB SHELL AND DOOR SHELL REMAIN THE SAME, THE REST OF THE PANELS MAKING UP THE CABIN ARE NEW. CHANGING PARADIGMS One of the features of the parts of the truck market in which the Japanese truck brands are most important has been the way in which the Japanese have set the agenda in terms of what is and what is not included in the price and which level of sophistication, in terms of equipment, is included. In the last 10 years we have seen an acceleration in the improvement of sophistication offered onboard these workhorse Japanese Trucks. Before 2003 Japanese Trucks used mechanical diesel engines and relatively unsophisticated systems throughout the vehicle. All of them concentrated on durability and reliability in the truck. The series of new exhaust emission regulations which were introduced in Australia over the following 10 years forced the hand of the Japanese into

upgrading the levels of sophistication available in their trucks. Simultaneously, there was also an increased demand from fleets for better safety systems, as they looked to their duty of care and the chain of responsibility. As a result, ABS and stability control became the norm in Japanese medium duty trucks. Simple things like cruise control started to appear and the comfort levels within the cabin was upgraded several times. Automatic and automated gearboxes were fitted in the models on offer. They had been unheard of 10 years before, apart from in very specific applications. So now, with the paradigm shifting, we are moving from the simple basic truck to one which has an inbuilt navigation system, reversing camera, electronic engine, stability control and so on, as standard. Each iteration of a particular

TRUCK DEVELOPMENT

model sees growth in the amount and sophistication of the equipment be offered in a truck. One of the major issues around these kinds of changes in truck design is the fact that it costs a lot of money. The dollars needed in research and development to increase the sophistication within these trucks does put a limitation on their availability. To integrate a new system into an existing truck and test it to ensure compatibility, durability and long term reliability runs to millions of dollars on the annual budget. In terms of development, large global players have a distinct advantage. The big boys can spread the cost of developing highly sophisticated systems across a number of brands and types of vehicle. For those who are not part of a global conglomerate, all of the costs have to be borne by a single company. In global terms, Freightliner, Fuso and Mercedes-Benz can leverage off development dollars being spent across all of their truck brands, plus MercedesBenz cars. Similarly, Volvo, Mack and UD trucks can develop technology across a wide range of trucks. This is also the case for Hino who are owned by the massive Toyota empire. The availability of hybrid technology in Hino has come directly from the system

developed by Toyota for the car market. Now, the suite of safety systems on offer in these latest Hino trucks has come out of a Toyota-wide development program. This gives Hino a distinct advantage over its greatest rival, Isuzu, which is a standalone independent Japanese truck manufacturer. Isuzu does sell across the world but it does not have the research and development funding, at a level which can be spread across a large number of models.

THE SPECIFICATIONS IN DETAIL Although there are a lot of changes in the new 500 standard cab, when compared to its predecessor, there are two major items which stand out. These are the features which are going to push the Hino medium duty truck closer to the top of many shopping lists. Itâ&#x20AC;&#x2122;s difficult to judge which of the two aspects of the new truck will have the most impact. The new five litre engine seems to be something which will impress

January-February 2019 DIESEL

TRUCK DEVELOPMENT

Hino Australia’s Manager of Product Strategy Daniel Petrovski

THE ELECTRONIC ARCHITECTURE IN THE NEW MODELS IS ALL NEW AND WILL PROVIDE THE PLATFORM FOR MUCH MORE POWERFUL SOPHISTICATION IN THE COMING YEARS. THIS TAKES HINO A COUPLE OF STEPS AHEAD OF ITS DIRECT JAPANESE RIVALS IN THE MEDIUM DUTY SEGMENT. many drivers. It is a development from the nine litre engine which came in with the wider and heavier 500 Series trucks launched last year. Hino have cut it down from 6 to 4 cylinders and reduced the stroke to bring it down to a five litre engine. The engine’s heavier pedigree is reflected in the kind of torque levels available from the engine. It will come to Australia in both 240 and 260hp versions. Each will reach maximum power at 2300rpm and have torque, maxing out at 1400rpm, which is 794Nm in the 240 and 882 Nm in the 260. This engine produces more torque than the current seven litre engine being sold with these models. In fact, it matches the torque available from the eight litre engine in some of the 500 Series wide cab models. In the limited driving available at the Hino Hamura test facility in the west of Tokyo, the depth of the torque available was obvious. The engine would lug up from well below 1000rpm with a full load on board, effortlessly. The combination of the larger, heavier block and the twin

DIESEL January-February 2019

turbos managing the airflow, makes this an impressive engine. The engine has another innovation for a Japanese truck in the Australian market, a jake brake. Instead of the, usually, ineffective exhaust brakes we have become used to from Japanese product, here we have a genuine engine brake which can aid retardation, protecting brakes and improving performance.

GREAT LEAP FORWARD The new engine is an evolution in the development of engines in Hino trucks. Similarly, innovations introduced into the electronic platform could also be seen as an evolution. However, it is not just the equipment and its capabilities which is being changed, Hino are changing the way truck manufacturers and customers will think about Japanese trucks into the future. This step change is based on an evolution in the electronic architecture of the truck. This is, all new, the electronic system is a generational change. It is an architecture on which the next generation

of electronic equipment and aids for the operator and driver will need to operate. With these changes, Hino are revealing their vision of the future in truck development. In the past, the Japanese truck manufacturers have specified equipment on trucks to meet the requirements of the Australian market, without needing to go very much further. On the other hand, Australian truck buyers looking at European products have been offered leading edge electronic safety systems and other vehicle management systems, way beyond what they are listing as their requirements. The Hino organisation has decided to take a European attitude to specifications within the new 500. The designers have gone way beyond the ABS and stability control offered in the past. The safety systems offered may come with a different set of acronyms from their European counterparts, but we are dealing with what is, basically, a very similar set of safety inclusions. “Not content with simply leading the market with the standard inclusion of vehicle stability control and reversing camera, the 500 series standard cab will be the first Japanese truck in Australia to offer the next level in active safety technology,” says Daniel. The PCS, SE, AEB, PD, ACC and LD are going to be fitted as standard across this section of the Hino range. And we can expect these systems to appear on the rest of the range as it gets renewed over the next few years. “PCS is a true active safety system that, via the combination of camera and radar technology can detect potential collisions with another vehicle, a pedestrian and/ or other object,” says Daniel. “PCS continuously scans the road in front of the truck and assists the driver to actively minimise the type of accidents that regularly occur through poor vision, driver distraction or poor judgement. “A common accident scenario that we believe PCS will reduce is a rearend collision with another vehicle – for instance, on a single lane road where a driver may not notice that the vehicle ahead is slowing or already at a standstill. In this case, PCS detects the vehicle ahead via the camera and radar, and warns the driver both audibly and visually on the

TRUCK DEVELOPMENT

multi information display. “If the driver fails to react to the imminent danger, PCS can, as a last resort, engage AEB to apply the brakes to minimise the vehicle’s speed and subsequent damage to the vehicle in the event of an accident, or in some circumstances, assist the driver to avoid the collision altogether.”

OVERALL RANGE Although the sophisticated safety package and the new engine are the headliners in this story, there are other aspects of this release which may prove to be significant. Although the cab shell and door shell remain the same, the rest of the panels making up the cabin are new. The 500 retains a familiar shape and style, but when placed side by side with the predecessor model it is clear this is something new. The engine has been designed to meet the requirements of the Japanese postPost New Long-Term exhaust emission standards. This level of exhaust emission is equivalent to Euro 6. The new 500 is ready for the next level of emission standards in Australia whenever they arrive in the 2020s. There is more technological innovation in the cabin with a major upgrade to the multi information display unit in the dashboard. We have become used to

these double DIN units in Japanese Trucks, but the latest generation, which is now available, has the capacity to extend their capabilities way beyond what we’ve seen before. The new multimedia unit runs on the Android platform and, as a result, can be loaded with apps which can perform whatever function the driver or operator require. This technology is only just beginning in this market segment, but the ability to write apps customised to the needs of the truck operator suggests innovative ideas will be available down the track.

For instance, it would be possible to link the unit with the driver’s mobile device on which they can take photographs, record their signature and more. The new unit can also be connected to cameras both inside and outside of the truck. It will also include the HinoTraq telematics software which is being developed further over time. The new 500 will also be on offer with a selection of transmissions. Some form of automation is becoming normal in this segment of the truck market, but a manual option will remain within the range. There will also be a choice between automatic

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TRUCK DEVELOPMENT

and automated transmissions. The former being the Allison transmission and the other Hino’s own AMT. In the limited test driving available on Diesel’s visit to Japan, the AMT appeared to be smooth and effective out on the road, unlike some of the Japanese AMT units we have seen in Australia in the past. In terms of fully automatic, the Allison is a known quantity here.

WHERE TO FROM HERE? The new Hino 500 Series Standard Cab comes into the Australian truck market at a point which we may see a paradigm shift, if this new product from Hino gets the kind of cut through it needs. The last 20 years have seen the Australian truck market in a very stable mode. Isuzu has been number one in the overall truck market and Kenworth number one in heavy. While 2019 is not going to see a radical change in this balance of power, if Hino can match this quantum leap in specification with a corresponding sales and support campaign. It will take

DIESEL January-February 2019

something which matches the product’s innovative design, but then we may see a sea change in the medium-duty sector of the market. People within the Hino organisation may not be willing go on the record, as such, but there is a confidence in the group, this product is capable of taking Hino to the number one position in truck

sales in medium duty. The product is certainly good enough to do the job. The question is whether the Hino organisation in Australia is capable of taking on the highly effective marketing machine which is Isuzu Trucks. To make it happen will take a massive effort on the part both of the manufacturer and the entire Hino organisation across the country.

01 Mar 2019 Power Torque, National Author: Warren Caves • Section: General News • Article Type: News Item Audience : 8,000 • Page: 76 • Printed size: 1780.00cm² • Region: National Market: Australia • ASR: AUD 11,701 • words: 1230 • Item ID: 1080379545

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Japanese truck maker Hino shows its well ahead of the pack when it comes to climate change Words by Warren Caves

he Australian media launch of the all-new 500 Series standard cab in Tokyo recently provided Hino Motors Limited (HML) with the opportunity to reveal the company's bold plans to tackle global warming by reducing emissions across its businesses. Plans are already well under way, with a strong focus on the commercialisation of Electric Vehicles (EV), Plug-in Hybrid Vehicles (PHV) and Fuel Cell Vehicles (FCV) to conform to the Japanese government calling for CO2 reductions of 26 percent by 2030 and 80 percent by 2050. HML has actively taken on the 2050 challenge, announcing it will work towards these goals by continuing to evolve existing technologies, as well as the development of next-generation products including lower emission diesel, diesel hybrids, PHV, EV and FCV equipment.

The Hino 300 Series Hybrid, released locally in 2007, is the best-selling diesel-electric commercial vehicle in Australia, with eight variants and almost 600 vehicles so far in operation. The recent release of the 500 Series standard cab range and its all-new AO5 series of engines, boasting improved combustion rates, friction and thermal efficiency gains, place it as the cleanest Japanese-built medium duty truck in Australia, utilising SCR, EGR and DPR exhaust aftertreatment technology, complying to the equivalent of Euro 6. Hino's commitment to the environment at a local and global level goes far beyond that, with 95 percent (by vehicle weight) of the latest 500 Series standard cab being made from materials that can be recycled. Scheduled for its Japan release in 2019 is the sixth generation of Hino Hybrid technology trucks centred around the heavy-duty Profia truck range, utilising Lithiun Titanate battery technology.

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HINO Hino's autonomous journey continues, with platooning technology forming part of its overall efficiency strategy, by way of moving more goods with fuel economy gains. Collaboration with other manufacturers could see platooning trucks of the future entering and leaving a platoon with seamless mixed brand communication.

HML's approach to achieving these targets is focused on upgrading existing technologies in tandem with an aggressive development of next-generation vehicles. The aim is to produce a technological road-map for achieving CO2 reduction targets. This includes proliferating commercialisation of next-gen vehicles and forming alliances to enable efficient development, which includes co-operation with one ^ ^ of Hino's main competitors, Isuzu.

Australian customers should see the benefits of these technological advances in reasonably quick timeframes from their Japanese releases, by way of Hino's commitment to overseas markets. Hino exports have consistently outperformed domestic sales since 2007, with Australian Hino truck sales topping 6000 units in 2017, placing us 7th in overall world sales rankings. While vehicle technological advances form a strong component of the 2050 challenge, what about the manufacturing process itself? HML has already begun to address this component of the manufacturing chain. After identifying inefficiencies with its main manufacturing plant, Hino's Koga manufacturing facility commenced construction in 2011, with Knock Down (KD) kits being produced from May 2012 for packaged export to other countries for final assembly, and commencement of complete medium and heavy-duty truck assembly in July 2016. Talking about future development is all well and good, but seeing it at work first-hand really underlines the commitment involved. Power Torque was invited to tour the Koga facility and personally view the latest environmental and workplace efficiencies. Constructed to meet the increasing global demand for Hino products, the Koga plant employs in excess of 2000 people to meet its 45,000 unit-per- num capacity. The 850,000 squar metre site includes 130,000 square etres under roof.

Previous production line technique saw Hino vehicles travel down three! production lines, side by side, to c c o m mo daJfi and models. Hino identified ineffic this method and implemented a modular system within the Koga facility where a single line production process with varying models and specifications move along the same production line. This is made possible by the use of automated parts delivery dollies being driven alongside the relevant model, with the parts bins housing the components directly related to the corresponding truck assembly.

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The modular process sees sub-assemblies of components being assembled in areas to the sides of the production line and then moved to a holding area awaiting allocation to the corresponding vehicle on the line. The whole process is so finely tuned that our Hino engineer guide told us that the on-hand stock holding capacity of components at Koga is enough for a mere two hours of production. The Koga facility rolls out medium and heavy-duty trucks (including the Australian 500 Series model) at a rate of 200 trucks per day, with workers operating on two shifts to finish a truck every 4.8 minutes. Hino's Koga plant is a world-class production facility utilising leading-edge manufacturing technologies to shorten production lead times. This is achieved through a strong focus on robotics and automation where possible, including parts movements throughout the facility and welding by robots, which provides greater manufacturing accuracy. The cold tandem welding process carried out by the robots is said to reduce heat distortion, and the new welding jig set-up enables easy transition to accommodate varied and new model production.

with subterranean heat collection using geo-thermal heat for energy savings. Rainwater collection and reclaimed water for toilets reduce the strain on natural resources, which, in a country of 126 million people, can be significant. The environmental and design features at Koga are said to reduce carbon dioxide emissions from the plant by 25 percent and reduce water consumption by 65 percent when compared to the previous conventional Hino manufacturing plant. According to the Green Truck partnership case study (A NSW State government collaboration with industry), a comparison between a light duty diesel commercial vehicle and its hybrid counterpart found that the hybrid version delivered a 21 percent fuel efficiency benefit relative to the conventional diesel variant. Daniel Petrovski, Hino Australia's manager of product strategy, said: "The amount of greenhouse gas created by burning fossil fuels is directly impacted by the amount of fuel burned. Therefore, a 21 percent fuel saving results in a direct 21 percent reduction in greenhouse gas emissions".

In line with Hino's environmental objectives to reduce emissions and counteract global warming, the latest design and construction techniques have been implemented in the construction and day-to-day energy and resource needs of the plant.

Hino's strong focus on export markets should continue to see Australian truck buyers gaining access to the latest environmentally friendly, technology laden and fuelefficient vehicles in co-operation with Hino Motor Sales Australia (HMSL).

A dry paint booth was introduced into the Koga plant. The system is capable of providing more than 3000 colours, while utilising paint mist technology that requires no water and recycling of waste heat. This yields a claimed CO2 reduction of 25 percent.

HML seems dedicated to accepting its responsibility for the impact on the environment of its vehicles and their production by taking a proactive approach to reducing harmful emissions wherever possible. This is highlighted by the new Koga facility.

Natural and LED lighting is used widely throughout the plant. A stratified air conditioning system limits the airconditioned space to two metres above floor leveC

The real winners - apart from the environment in general - are transport operators who are set to reap the benefits if lower operating costs to their businesses.GJr

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ISSUE B

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HINO LAUNCHES A NEW STANDARD

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UD GOES AUTONOMOUS FUSO BUILT READY KENWORTH HAULING HARD FIRST DRIVE OF NEW IVECO X-WAY

New Model

THERE IS ALWAYS A LOT HANGING ON A NEW TRUCK LAUNCH, THAT GOES WITHOUT SAYING AND IN THE CASE OF HINO’S NEW STANDARD CAB 500 SERIES IT IS ESPECIALLY TRUE. T&TA WENT TO JAPAN TO FIND OUT ALL THERE IS TO KNOW ABOUT SECOND PART OF HINO’S NEW 500 SERIES MODELS AND RECKON THEY MIGHT HAVE A WINNER ON THEIR HANDS. 014 www.truckandbus.net.au

f there is one area where out and out market leader Isuzu is potentially vulnerable it is in the bottom end of medium duty. It is here where Hino is closest to its archrival in volume and where the new Standard Cab 500 Hino will play. The Standard cab comes to market 18 months after Hino launched its bigger medium duty models, the Wide Cab 500 as it has dubbed them. The new Standard Cabs first broke cover at the 2017 Tokyo Motor Show and Hino has been hard at work refining the spec and the detail for the Australian versions in the year since then. The trade press were hosted in Japan by Hino in November to preview the new Standard Cab 500. It’s been 12 years since Hino hosted the Australian truck media to its home country, which only serves to underline how important the new truck is to the company. Hino will tell you it is happy to be a profitable number two in the market rather than pursuing Isuzu in a status race for number one and sacrificing the profit in the process. However no matter which way you look at it Hino is in the business of selling trucks and the more the better so if they can get an advantage and take some sales from its opposition, then so be it. In fact that is exactly what it believes will happen with the strategy it has adopted with the new Standard Cab 500, but then again every manufacturer says that at launch. In this instance Hino has put most of its eggs in the safety and standard equipment basket choosing to spec the new range with the largest array of primary and secondary safety features that has ever been seen in a medium duty truck in Australia. Hino says it has crunched the numbers, spoken with key fleets and its dealers and believes it can sell an extra 300 FC, FD, FE 500 series models in 2019 over the 2018 tally for the trucks that will be directly updated by the new models. The company’s general manager of brand and franchise development, Bill Gillespie reckons that to take those extra 300 sales it will mean winning sales away from that ever present dominant rival Isuzu and probably Fuso as well. That will not be an easy task as we proffered earlier. It is not easy to directly compare segment sales numbers, based on the Truck Industry Council’s stats, because there is an overlap with the light duty sector as well as another over lap with the heavy segment at the upper end with the Wide Cab 500 Series. So just looking at the Medium Duty

numbers on the TIC spreadsheet can be confusing. However if Hino does meet its goals and sells another 300 Standard Cab 500s next year and the extra 500 as it hopes to sell in 2020, then it believes a lot of those sales will come from Isuzu. Only time will tell if Hino can win the hearts and cheque books of those often loyal Isuzu buyers. Having said that Hino will be serving up an incredibly well equipped, economical and up to the minute truck that will meet Euro 6 specs through Japan’s pPNLT (post Post New Long Term) emission standards, making it potentially the greenest of the Japanese bunch in this sector of the market. Hino customers will be able to choose from 54 different vehicle specifications across the 500 Series Standard Cab range of FC, FD and FE models giving a wide array of variants to fill various niches. As we said earlier and as Hino drove home to Aussie journos on the media trip, safety will play a key role in the way the company markets this new truck. Hino claims it is the best equipped, light medium truck to ever hit Australian roads and we have to agree with the claim, thanks to a list of standard features that includes a PreCollision System, Vehicle Stability Control, Autonomous emergency braking, pedestrian detection, a reverse camera with infra-red night vision capability with audio and Safety Eye to name some of the systems the truck has as standard. The new truck also includes Adaptive Cruise Control and a Lane Departure Warning System. The Adaptive Cruise Control maintains the speed set by the driver and utilises the Safety Eye to continuously scan the road in front of the truck. If a slower vehicle is detected in front, it will reduce the engine acceleration and even engage the engine brake to adapt the truck’s speed to that of the other vehicle. Daniel Petrovski, Hino Australia’s manager of product strategy, reckons the level of safety on this truck has never been seen before in a Japanese-built medium duty truck in Australia. “This is complemented by the superior torque, increased power and reduced fuel consumption of the all-new heavy-duty Hino A05 turbo charged five-litre fourcylinder diesel engine,” said Petrovski. Hino claims that it is the only Japanese manufacturer to offer Vehicle Stability Control (VSC) as standard equipment on every on-road model in its light and medium duty ranges, from the 300 Series light duty to the 500 Series 6x4 350 horsepower FM models.

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Along with the list of high tech crash avoidance systems Hino says the new Standard Cabs also boast an impressive list of passive safety features including a driver SRS airbag, in-built UN ECE R29-rated cab strength on single cab models and ADR84/00 compliant Front Underrun Protection (FUP). Apart from a new cab and all that safety the other headline feature in the new truck is the aforementioned new modular fivelitre four cylinder turbo diesel A05 engine, which is based on its larger sibling, the AO9, seen in the larger updated 500 Wide Cabs launched 18 months ago. The AO5 is as we say, modular, so like its counterparts at Scania, Hino is using lots of common componentry across the two engines despite the fact that one is a four and the other is a six. The high capacity four cylinder does have good torque as we sampled in an all too brief drive in several variants of the new 500 on a Hino proving track near Tokyo. It felt flexible and tractable including in some hill starts and stop go driving. We’d like a more detailed and searching test of the new truck which will come in our next edition

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but on the surface the engine is smooth, quiet and flexible and apparently proving very economical. Hino will serve up three different power ratings across the 500 Standard Cab range all using the four cylinder five-litre, with the 11-tonne rated FC and FD models using the A05-TE with 240hp at 2300RPM and 794Nm of torque at 1400RPM. The 14 tonne GVM rated FE crew models are powered by the A05-TD with 240hp at 2300RPM but with more torque at peak of 833Nm at 1400RPM, while the top of the range 11 tonne FD and 14 tonne FE models receive the A05C-TC with peak power of 260hp at 2300RPM and a class-leading torque rating of 882Nm at 1400RPM. Another addition that will win friends is the fact that the new Standard Cab is the first Japanese medium duty truck below 15 tonnes GVM in Australia to be fitted with a true engine brake. “This means that medium duty market customers can now benefit from the improved drivability and operational efficiency that the Jake brake can deliver,” said Daniel Petrovski. Mated to the new A05 engines is an array

of transmissions that will please just about every sector of the market with Allison’s sixspeed 2500 Series automatic now available across the entire cab chassis range with the Standard Cab 500, which Daniel Petrovski says is a move that confirms the trend to automatics in the Australian market. Alongside the Allison auto, manuals will still be available with the six speed Hino LX06 fitted to the 240 horse FC and FD 1124 and the new MX06 six-speed manual in the 260 horse FD models, while the 260 horse FE models get the new MX07 sevenspeed manual with an additional cog and Hino claims a wider ratio spread than its Japanese rivals. An AMT option on the MX06 six and MX07 boxes is also being offered on the FD and FE. While Euro 6 is yet to be legislated in Australia, Hino, as we mentioned before, has set the bar high with the pPNLT A05 engines and there compliance to the equivalent of Euro 6, which sill hold some appeal to a growing number of fleets needing strong environmental and emission credentials in their trucks. So breaking down the model mix within

“ THE INTERIOR IS QUITE UNIQUE IN THE AUSTRALIAN TRUCK LANDSCAPE, WITH INCREASED DAY-TO-DAY FUNCTIONALITY”

the three Standard Cab variants and the FC model is now rated at the same 11-tonne GVM as its sibling the FD delivering a significant increase in payload for the FC, while FE models continue to be offered with wither a 12 tonne or 14 tonne GVM depending on operational requirements. Hino is also crowing about its FC factory tipper, which has been given a significant boost thanks to that new 11 tonne GVM. There are now three Standard Cab variants offered with a short cab on the FC, what Hino is calling a rest cab with an ADR42 compliant sleeper available on both the FD and FE along with a crew cab available in both FD and FE. Interestingly the crew cab variant is new to the FE with Hino claiming it is the only Japanese 14tonne 4x2 crew cab available on the market. One thing that will raise comment and spur interest in the new Hinos is a departure from the boring grey interiors that have so long been the benchmark for Japanese ‘white box’ trucks. Instead Hino will have striking reddish brown contrast panels across the cockpit along with a Toyota inspired dash and instrument layout that

will we believe become the new standard amongst light and medium duty trucks. An ISRI suspension seat is now standard across the range and that will give Hino a big boost thanks to the comfort and usability it delivers for professional drivers at the wheel for long hours. Hino has chosen the ISRI NTS2 driver’s seat, which it says is the first time the newest version of ISRI`s popular 6860 / 870 has been fitted standard to a Japanese truck. “The ISRI 6860 has been the benchmark seat in terms of driver comfort and with the new NTS2 version, the driver has the benefit of improved comfort, extra adjustability in rear seat travel, and improved safety courtesy of SRS pretensioner seatbelt and a seatbelt warning reminder,” Petrovski added. Hino obviously says the aim has been to provide increased comfort, functionality and practicality with its ergonomicallydesigned dash and a new smart Multimedia touch screen system as well as all-new instrumentation and a larger LCD multiinformation display. The truck gets a new multi-function steering wheel with a rotary switch on the

left providing fingertip control of the multiinformation display while the right hand rotary switch controls the Adaptive Cruise Control Hino claims this is another first for medium duty Japanese trucks in Australia. Stealing an idea from upmarket Jaguar and Land Rovers the transmission contol for AMT equipped Standard Cabs is a new rotary gear selector on the dash that toggles between drive, neutral and reverse while gear selections can also be controlled manually via a gear selector paddle on the steering column. “The interior is quite unique in the Australian truck landscape, with increased day-to-day functionality, practicality and comfort, all set in a balance of carbon, silver and earthy tones,” said Petrovski. Externally the new Standard Cab has a new look that follows the family styling trend started with the Wide Cab with a new two bar grille and an enlarged Hino badge while headlamps with integrated indicators are set into the bumper. In the case of the FD and FE those headlights are the latest LED versions with integrated daytime running lights and fog lamps. As a further fillip to its environmental

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credentials Hino is claiming that the new truck is made from materials that will allow at least 95 per cent of the truck by weight, to be recycled at the end of its life. “Our commitment to the environment at a local and global level goes far beyond the cleaner, greener operation of the new truck,” continued Daniel Petrovski. “At our Koga Plant, where the 500 Series Standard Cab is produced, we have made many changes to the way we operate, from the reuse and recycling of water to reduce water consumption, the reduction of energy use in cooling and heating and the use of geothermal ventilation for climate control purposes. “These are only some of the environmental initiatives that we are implementing as part of our Hino Environmental Challenge 2050,” he concluded. Clearly the culture at Hino has changed significantly in the past decade and there is now a far more discernible ‘Toyotaisation’ of the truck maker in line with the Japanese giant’s controlling shareholding in it. This is seen in everything from the

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company’s new production facility at Koga to the large number of executives who have come into Hino from Toyota roles and in the technology and design cues that pervade new models. It is not a bad thing, Toyota is a large, wealthy and highly resourced automotive giant which will enable Hino to move faster and further than its rival Isuzu in a global development sense in the coming years. Interestingly the recently announced technology tie up with VW’s Traton signals that even a Toyota controlled truck company can gain something from a cooperative agreement with a competitor. While some may see this as a VW take over, they are a long way from the reality. In fact the way we read it is a two-way tech flow where Traton has as much to learn from Hino as Hino does from its German counterparts. Trust us Toyota would never cede control of its truck maker to a global rival. While the likes of GM and Ford got out of truck making and heavy vehicle businesses a decade or so ago the reality is that the smart

auto makers realise the value and synergies that can be had from having a profitable truck maker in their portfolios and in this we cite Daimler, VW and Toyota. Interestingly Ford is re-entering the heavy truck market with its International Truck of the Year the F-Max in Europe from its Turkish plant while GM has started rebadging Isuzus in the States and looking at truck technology opportunities beyond its popular large pick up base. So with Toyota, Daimler and VW making the right call their US rivals are now trying to get back in, you can bet Toyota won’t be giving up on its Hino asset anytime soon. Can the Standard Cab 500 make a dent in Isuzu’s massive lead in Australia? Yes, on paper, potentially it can. The problem with making predictions in this business is that the crystal ball can often be damaged on the rough road of truck selling and turning that potential into real sales is often more difficult than it seems. Only time will tell if the Standard Cab can win those extra sales for Hino but it certainly won’t be lacking in terms of spec or resources and most importantly the will to do it.

19 Apr 2019 Big Rigs, National Author: GRAHAM HARSANT • Section: General News • Article Type: News Item Audience : 26,329 • Page: 22 • Printed size: 1007.00cm² • Region: National Market: Australia • ASR: AUD 2,631 • words: 1758 • Item ID: 1109775602

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New-look Hino 500 a ‘winner’ Graham Harsant

I WANTED to call this article, “Hino 500 – a lay-down misere”, until my wife reminded me that when playing the game of 500, a misere means losing every trick – although the term in everyday usage indicates an easy win. So let’s just go to the fact that this range of trucks is a winner on just about every front. Hino invited the trucking press to Canberra to experience at first hand their totally revised entrant into the rigid truck market. Hino’s manager of product strategy Dan Petrovski’s enthusiasm for this new range of trucks was such that I reckon he would have talked underwater – and it would have been worth diving under with him to listen to the massive changes that have taken place. Design, safety, powertrain, transmissions and a world first in telematics have changed the Hino 500 dramatically. Cutting to the chase, Hino is offering no less than 54 different vehicle specifications across the 500 range of FC, FD and FE models. The FC is a short cab with the other variants offering either a rest cab with ADR42 sleeper compliance (for skinny folk only), or a crew cab. Wheelbase options have also been expanded with a mind to the towing industry, in which Hino is a serious player. Design-wise, the 500 is a good looking truck with

chrome grilles on all but the base models. FD and FE variants pick up LED low beam lights with halogen highs, fog lamps and daytime running lights – an area in which some other manufacturers are lagging. The interior is a big advance on the previous range. The company has moved away from bland grey and come up with a nice mix of earthy and silver with pseudo carbon fibre inserts to make for a classy and inviting cab. The plastics are hard, but should wear well given the life they will lead. There is plenty of storage and oddments trays for log books and so on but I’d advise going to your local $2 shop and buying a strip of non-slip matting to lay in them. This would be the only gripe I have. Steering is adjustable for both rake and reach and everyone will be able to find a comfortable driving possie. The big news here is that the 500 comes standard with an Isri NTS2 driver’s seat. These have more adjustments than my chiropractor makes to my back – and if I had one of these I wouldn’t need him! They are, quite simply, superb. If you care about your passenger you can order one for them as well. To make life even more comfortable, you can now have air suspension if you want – and having driven both I’d opt for air over springs. Instruments are clear and legible – the main dials having increased in

diameter – with a large LCD multi information display screen (operated from the steering wheel) nestled between them. Adaptive cruise control is also operated from the steering wheel. All other switches and dials have been thoughtfully and ergonomically laid out. The dash features a 6.5” LCD that is ground-breaking and to which we’ll return a little later. Safety, both active and passive, is high on Hino’s agenda with the new 500: adaptive cruise, lane departure warning (which is pleasant, rather than sounding like an air-raid warning), vehicle stability control, reversing cameras (in addition to the main, there is one each side activated by the indicator and are a great aid). ABS, a pre-collision system which includes safety eye, traction control, autonomous emergency braking and pedestrian detection. You’d have to be a real mug to get into any serious trouble with this suite of safety features. Throw in a driver’s SRS airbag, front underrun protection and improved cab strength and we have a truck that is top of the class in its safety features. Powering the new models is a brand new engine – the AO5. And here is where four is more, folks. This five litre, four cylinder has been developed off the larger – and very highly regarded – AO9 six cylinder heavy duty engine, a derivative of which

powered Hino’s Dakar Rally vehicles. The AO5 thrashes every output of the old model, from power to torque to fuel consumption. It has a torque curve so flat across the rev range that Paul Keating would be inclined to repeat “what a beautiful set of numbers”. It tugs strongly from way, way down in the rev range allowing cruising – and consequently improved fuel consumption – at lower revs. The engine comes in a range of outputs which I won’t list here for fear of reader brain fade. Suffice it to say that no-one would know it’s a four-pot unless they looked under the cab. It also meets Euro 6 emission standards. The AO5 is mated to either a 6 or 7 speed manual, an automated manual transmission (both with stop/start function), or a six-speed Allison 2500 series full auto. Hino expects about 75 per cent of customers to opt for the Allison. I didn’t try the AMT but the manuals were a breeze with a light, progressive clutch and distinct gates to slot into. But really, the auto is the way to go. The Allison is well mated to the engine, keeping the revs low in the band and on top of max torque. Gear changes were smooth – not quite best in class but damn close. And it’s an Allison, so it’s going to serve you well. ON THE TEST TRACK Day 1 was spent playing around with the truck(s). First up we traversed a truck gymkhana, using the cameras to back through

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chicanes and around corners to a cardboard cut-out of Mark Winterbottom. Thankfully the camera saved me from running Frosty down. A series of witches’ hats gave us a sense of turning circles and steering input and the side cameras allowed me to put the rear axle dead on top of the finish line. Next we tried out the pre-collision safety function. Coming at a solid body at 50km/h without touching the brake pedal is a daunting experience. The system warns you in advance with an audible beep and a quick jab on the brakes. If you don’t respond, it then silently calls you an idiot and stops for you. Hino says that, at this speed the truck will pull up in time with a full load aboard. Given this truck will spend much of its life in urban settings, it will be a life and/or insurance saviour. Then we came to the (very wet) skid track where we played with vehicle stability control off, and then on. Hanging the back out coming around the corners and drifting sideways halfway up the straight was a heap of fun, but we don’t want to do it in real life conditions. A tight S-bend had me run off the track more than once. On the open road, that could be a fence, a tree or a pedestrian. Turn on the VSC and the difference in handling was astounding – the inbuilt systems bringing the truck under control quickly and safely. They had to pry me from the truck afterwards to let someone else have a go. The following day we

headed out on the open roads through and around Canberra for some real life experience. With nine trucks of varying size, weight and power, we gained a feel for the 500 across the range. Seating and steering adjustments cater for any girth and height. Vision of controls and dash is excellent. The mirrors are heated and electrically adjustable. Steering input is great; there is adequate feel to know where the tyres are pointing with just the right amount of power assist. The Isri seat is brilliant. With the trucks loaded to about 80 per cent they all performed admirably up hill and down – thanks to the standard exhaust brake. Braking was progressive and fade free through some fairly tortuous country roads. The Allison box is mated well to the engine, keeping the donk at fuel saving revs. This motor is a ripper! You can feel its pulling power from the get-go. You know it’s there, underneath you but it’s never intrusive. NVH is great. No wind noise, no rattles, no squeaks. Looking around, you can see the cab has been well stitched together. I’d happily drive this truck around all day. Lastly, but certainly not least is the world-first of its type, multimedia screen in the centre of the dash. Most of us have cars with inbuilt sat-navs these days but this is way, way ahead of anything seen in a car, much less a truck. Designed in Australia for Hino this intelligent device is virtually future proof – and we know how quickly things can change in the

tech world. So, what can it do? Firstly it is a sat-nav with trucking route maps. No more running into South Melbourne’s Montague St Bridge unless you’re... well, let’s not go there. Live traffic updates are included. Free quarterly upgrades come with it and, importantly they are downloaded wirelessly so no having to book into the dealer. Spoken warnings when going over the speed limit beat a chime every time. Plug your UHF in and you can talk to any other driver in the fleet even if they’re on the other side of the country. The screen map can also show you where your work compatriots are. You’ll be able to use it as your driver log book, the list goes on and on. The designers tell us that this little magic box will be able to do things that haven’t been thought of yet and I believe them. THE BOTTOM LINE This is a great entrant into the medium duty truck world. Well built, following parent, Toyota’s high standards. Much improved power and torque, fuel savings, seating and ergonomics. An easy and comfortable drive with a range of product to cover the medium duty truck market. The highest priority on active and passive safety, a totally new level of multimedia, catering not only for today, but into the future. Hino 500 series standard cab really is a lay-down misere in the best sense of the term.

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The test roads and track gave us a good chance to challenge the Hino 500.

The huge range of styles and sizes will fit almost any need.

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ON A ROLL: The new model is a big step up from its predecessor in safety, engine, transmission, comfort and equipment.

19 Apr 2019 Big Rigs, National Section: General News • Article Type: News Item • Audience : 26,329 • Page: 32 Printed size: 413.00cm² • Region: National • Market: Australia • ASR: AUD 1,079 words: 425 • Item ID: 1109774943

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Innovative new multimedia

HINO Australia’s all-new smart multimedia system, which includes a standard reversing camera, is being rolled out across its entire range of light, medium and heavy duty trucks. The innovative system introduces an unprecedented level of vehicle connectivity and entertainment functionality, together with the safety-enhancing reversing camera and can also include vehicle operational information and driver information. An integrated truck specific GPS navigation can be optionally enabled and delivers truck routing information based on the vehicle’s configuration, lane use restrictions and real-time traffic information. Another feature is a curated Hino application store, which allows the creation of customised apps for the driver and/or fleet, depending on individual or company needs. Hino Australia’s Product Strategy manager Daniel Petrovski said it was a platform for customers to

remain connected with their business while on the road through a bespoke collection of apps. First introduced with the new Hino 500 Series Standard Cab, the smart multimedia system is an Android-based 6.5” capacitive multi-touch digital device, mounted in the central dashboard within easy reach of the driver. Along with its standard reversing camera, the Multimedia system has

AM/FM / DAB+ digital radio and Wi-Fi connectivity and the latest version of Bluetooth tethering enables enhanced call handling, profile pictures and improved speech to text functionality. Safety can also be further enhanced by the optional dual-channel digital video camera recorder feature, and a four-way camera display with lane change assist and tyre pressure monitoring functions. The DVR offers the driver the ability to seamlessly view and upload recorded footage, and supports a

lockable SD card which prevents tampering. The new four-way camera display can be automatically triggered to capture its surroundings by activation of either the left or right indicators, hazards or reversing functions. With the optional GPS navigational system, the vehicle’s length, width, mass and height ensure vehicle specific route choice and additional information on truck speed limits, bridge clearances, lane use restrictions and real-time traffic advisory notifications to the driver, such as flows, accidents and incidents, to provide the most efficient route for trucks. This option also includes three years of quarterly over-the-air map updates, which is another first for the Australian truck industry. To enable drivers to further personalise their vehicles, the Hino Multimedia app store offers a curated library of

downloadable apps ranging from weather information and closest petrol station or parking to info and entertainment, such as audio books and digital music. It will be available across the Hino range of light, medium and heavy duty trucks during 2019.

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HIGH TECH: Hino multi-media system.

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PHOTO: MARK BEAN

20 Apr 2019 Weekend West, Perth Author: David Meredith • Section: Motoring • Article Type: News Item Audience : 205,782 • Page: 17 • Printed size: 502.00cm² • Region: WA Market: Australia • ASR: AUD 14,153 • words: 553 • Item ID: 1110729414

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Hino record set to break

High-tech makeover puts 500 model at leading edge of busy marketplace DAVID MEREDITH

ork Wheels has already done a lot of kilometres in the new Hino 500 Series, so the chance to spend some time with Hino’s local executive team recently was especially valuable. Though 2018 was an all-time record for truck sales, Hinos is still up about 30-40 per cent this year compared to the same time last year. Some big shifts in infrastructure projects across Australia are expected to keep the demand for working trucks strong. Pricing may be on the way up with the Aussie dollar-to-yen rate under pressure, but despite its competition already raising prices, Hino hasn’t moved yet. It took 578 orders in the first three months for the new 500 series and delivered just over 150 to the end of February. Buyers love the safety story as well as the technology. Three-quarters of the orders are for automatics. It adds $8000 to the price, but service intervals are being re-aligned because it requires less servicing. The FE, for example, sports a 240,000km oil change interval. Governments are very positive about

standard fit of stability control, reverse camera and PCS. They are leaning towards making these features a minimum requirement for tenders.. Product manager Daniel Petrovski had a lot to say about two aspects of the new truck. Firstly, he and his team have developed a Bodyworks website where bodybuilders can log in and get direct access to Hino cab drawings, tech tips, warnings, fixes and the like. Critical areas include how to fit a trailer to a truck with stability control. Air connection techniques are ar e a big big issue, issu issu is sue e as as are where h to t ancillaries. get power for ancillaries You can no longer find a fuse and tap into the back for some power, because the system is completely profiled and balanced by the truck’s control modules. But his favourite topic is the new Smart Multi-Media system now fitted to all 500 series models. In essence, it’s the core component of a fully connected truck that can allow local apps tto be added that are application-specific. appl For example, a truck leaving the depot can be actively

directed to a specific route, unloading bay and time of arrival by either the scheduler or the customer, then photograph/video the delivery to avoid the need for paperwork. The hardware is engineered by Direct Electronics in Melbourne, and will be the basis of Hino’s internet of things for all future models. Connectivity is either via wi-fi, the Hino Trucks server or the driver’s mobile. The objective has been to have all comms and interface integrated into the truck itself, so no need for tablets or additional terminals. Of course, the system monitors the truck’s state as well. Servicing, required parts and time required can all be scheduled automatically to maximise uptime. Hino has added new wheelbases, a full Jake brake in addition to the exhaust brake, full-length cab grab handle and an emissions system compliant with the Japanese pPNLT standard, the equivalent of Euro VI. Looking at the package, it seems the new 500 Series is Hino’s best chance ever of beating Isuzu at its own game.

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You can no Y longer find a fuse llo a tap into the and b back for some p power.

A big package of tech and safety means 500 can be market leader.

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17 May 2019 Big Rigs, National Author: Joel Helmes • Section: General News • Article Type: Car Review Audience : 26,329 • Page: 16 • Printed size: 717.00cm² • Region: National Market: Australia • ASR: AUD 1,873 • words: 1031 • Item ID: 1121152377

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Plenty to like about FD 1126 Hino overhauls its popular medium-duty workhorse Joel Helmes HINO is in the midst of a range renewal and this firstly brought us the new-gen Hino 500 Series Wide Cab, now the Standard Cab version of the 500 has had the same treatment. The first major overhaul of the big-selling Hino medium-duty truck in 15 years brings a significant change – fewer cylinders. For the first time ever the Hino 500 Series Standard Cab comes with a four-cylinder engine. That might be an instant turnoff for some prospective operators, however the real-world capabilities of the new powertrain shouldn’t be so quickly dismissed. There are 240hp and 260hp versions of the 5-litre engine on offer with torque outputs ranging 794Nm to 882Nm (all with peak torque from 1,400 rpm). Essentially a cut down version of the six-cylinder engine found in the Wide Cab, the four-cylinder unit is fed by a two-stage turbo and uses DPR (Diesel Particulate Active Reduction System) and SCR (Selective Catalytic Reduction) to meet the equivalent of the Euro 6 emissions standard. My test drive of the new Hino FD 1126 included significant time in a Curtainsider running at just under 10-tonnes GVM. Fitted with the optional Allison 2500 six-speed auto, the new Hino made short

work of some of the steepest inclines in the NSW Blue Mountains. Impressively, when the transmission finds a lower gear while you’re moving up a hill, the truck actually gains speed, and this is something not often seen in trucks. If you would prefer to change gears yourself, a six-speed manual transmission remains available in the FD variant. I also spent a few days getting about in the tilt-tray version of the FD 1126 with a shiny new Toyota Corolla strapped on the deck. Featuring the same engine/transmission combo as the Curtainsider, I reckon Hino will continue to dominate this segment of the tow truck market with the new offering. Naturally, a Corolla doesn’t weigh anywhere near what was loaded into the rear of the more conventional truck, however the highlight of the tilt-tray drive was just how manoeuvrable the new truck is. Featuring very light steering, so light in fact that you can turn corners with just one finger, the new Hino has a tight turning circle and very good visibility from the driver’s seat, ensuring operators will be able to get their new truck in and out of tight spots.

There are a couple of things about the new Hino 500 Series Standard Cab that didn’t quite please me. Firstly, the steering brings almost no steering feel. Sure, there’s very little play off centre, but the feel is very artificial, and this leaves you feeling a bit disconnected from what’s going on under the cab. Watch (or should that be listen?) for a rather noisy engine fan when the truck is working hard, and the engine/exhaust brake (Jake Brake) makes a sort of weird noise when functioning too. My biggest complaint though comes from an idiosyncrasy noticed at random times in the two trucks – a less than smooth down change from the transmission. Appearing to occur when travelling at slower speeds, particularly when backing off the accelerator, the rather harsh change took some shine off the normally smooth power delivery. The new Hino offering features leaf-spring suspension up front and that delivers an acceptable ride. My two test trucks though were fitted with Hendrickson rear airbags, these felt significantly better than the rear leaf-spring set-up experienced in other models on the Hino’s national launch. Drum brakes continue to feature front and rear across

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the range and the parking brake, a rejig of a standard Toyota car handbrake, feels a bit odd. I’m also not a huge fan of the T-bar style transmission selector. While there’s a couple of other things inside the cab that take a little shine off. Firstly, the driver gets an ISRI 6860 seat with all the bells and whistles – except a left armrest. While the ADR compliant sleeper birth is only just wide enough to accommodate a regular-sized adult and is best for drivers under six-foot tall too. My biggest complaint here though is that the "mattress" is little more than a board with a thin piece of foam on top. If you’re planning on ever using this area for a proper rest/sleep you’re going to need to upgrade to something a little more humane. Hino has fitted a bank of controls on both sides of the steering wheel, but there are no controls there for what drivers are most often using - audio volume/stereo controls and Bluetooth. Lastly, some people might not be turned-on by the brown interior trim. No, you can’t change this to something more traditional or perhaps less…shall we say exotic? There are many things to like about this new truck too. The standard safety

features include Autonomous Emergency Braking, Lane Departure Warning and a driver’s airbag. There’s driver assist features like Adaptive Cruise Control too. Hino has done a great job with the fit and finish inside the new truck, with some of the highlights on the inside being the easy to read gauges, brilliant colour driver info screen, and numerous storage areas. The infotainment system is also a winner and brings truck-specific sat-nav, digital radio and a highly functional telematics system (Hino Traq) as well. Despite a few gripes with the new Hino offering there are plenty of positives, headed up, perhaps ironically, by the impressive new four-cylinder engine.

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SPECS Engine: Hino AO5C-TC producing 260hp (@2300rpm)/882Nm (@1400rpm) Transmission: Allison 2500 Six-speed Auto (as tested) or six-speed Hino MX06 syncromesh Brakes: Drum (front and rear) Exhaust and Engine Brake: Jake Brake Suspension: Leaf Spring (front)/Hendrickson HAS 200 (rear) Front Axle Limit: 4100kg Rear Axle Limit: 7000kg Fuel Capacity: 200 Litres Safety Features: Stability Control, Driver Airbag, ABS, AEB, Lane-Departure, Reverse Camera, Hill Start Assist

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TESTING THE WATERS: Our author spent a few days in the tilt-tray version of the FD 1126 with a Corolla strapped on the deck. PHOTOS: JOEL HELMES

Fitted with the optional Allison 2500 six-speed auto, the new Hino made short work of some of the steepest inclines.

The driver gets an ISRI 6860 seat with all the bells and whistles.

01 Mar 2019 Power Torque, National Author: Warren Caves • Section: General News • Article Type: News Item Audience : 8,000 • Page: 24 • Printed size: 3041.00cm² • Region: National Market: Australia • ASR: AUD 19,991 • words: 2115 • Item ID: 1080363004

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Hino shows its 500-Seriemsfj based on clever thinkingWords by Warren Caves. T ino's 500 Series Wide Cab range entered service with Australian fleets in early 2017, teaming a . -L 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 was evident in the cab positioning being lower - a two-step cab entry for the 8.0-litre, versus the three-step up to the 9.0-litre. At the time of its launch there were more than 50 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 bodybuil'1

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LL^LftJ In what was an Australian first for this class, Vehicle Stability Control (VSC) was fitted as standard across 500 Series range. Additional class-leading safety features include ABS, traction control (ASR), a driver airbag, c ••I control, fog lamps and Hill Start Assist (with manual gearbox only). INI Although a standard cab version of the 500 Series was previewed at the Tokyo Motor Show in 2017, it wasn't available for the Australian market until November 2018. The arrival of the standard cab to join the wide cab versions was destined to gain the attention of medium duty truck buyers and operators, where the additional interior space of the wide cab versions is not needed for inner city application. Hino Trucks Australia has a lot riding on its decision to include a raft of safety features as standard inclusions on this truck, and is obviously excited to be able to increase the available product range. PowerTorque was invited to preview the all-new 500 Series standard cab at the Hino Motors Limited (HML) test facility in Hamura, Japan.

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ISSUE 8 7

uxtr HINO

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HINO 5OD One of the reasons for delaying the arrival of the standard cab was the introduction of an all-new smaller displacement engine that brings increased power and torque outputs. The gain for operators is improved fuel economy and lower exhaust emissions that comply with Japan's stringent post-Post New Long Term (pPNLT) emissions standards, which is equivalent to Euro6. With its cleaner, greener attitude, the standard cab 500 Series brings to the table new levels of both active I passive safety, together with technology benefits previously seen in the Australian medium duty ;k segment. 'satility and choice have been increased with 54 model iants available across the FC, FD and FE range, up n the previous 35 model line-up. bin variations across the 500 standard cab range lude a short cab (FC), a rest cab with ADR42 sleeper mpliance (FD&FE), and a crew cab (FD&FE). r the new 500 Series standard cab, the FC now joins the > in the 11,000kg GVM category, a significant increase sr the previous FC model's 10,400kg GVM. The FE )del continues to be offered with GVMs of 12,000kg and ,000kg, depending on requirements. neath the cab sits the new heavy-duty AO5, 5.0-litre, jr-cylinder, turbocharged engine, replacing the previous e-cylinder AO7 that was fitted to the original versions nf 9 standard cab truck. e AO5 is designed around the AO9 six-cylinder en"1" ted to the 500 Series wide-cab models in Australia Sharing some core engine componentry from the A( including crankshaft and bearing dimensions, and i a shorter stroke, the AO5 is claimed by Hino enginev be under less stress and easily able to cope for the term with the increased outputs. Interestingly, the new AO5 four-cylinder engine produc the same amount of torque as the larger JO8 engine fittc to the 500 Series wide-cab models, plus it offers 10 to 20 percent more torque than the JO7 five-cylinder engine that featured in the outgoing standard cab models. The AO5 engine should be more than up to the task, as explained by Daniel Petrovski, Manager of Product Strategy, Hino Motor Sales Australia (HMSA): "The AO5 engine is basically an AO9 with two-cylinders cut off - it's a big, heavy-duty engine". Three power ratings are available depending on model selection, with 240hp @ 2300 rpm and 794Nm of torque @ 1400 rpm for the AO5-TE fitted to FC & FD 1124 models. The FE crew cab models receive the AO5-TD with 240hp at 2300 rpm and with 833Nm of torque at 1400 rpm, while the range-topping FD 1126 and FE 1426 models are powered by the AO5C-TC with 260hp at 2300 rpm and 882Nm of torque @ 1400 rpm. PowerTorque

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ATURE The 240hp variants are fed by a single v turbo, while the 260hp versions benefit from a two-stage variable nozzle turbo.

k six-speea Ainson zouu series fully automatic transmission is available across the range of 500 Series standard-cab models, which sees Hino Trucks as the only Japanese truck manufacturer to offer a true fluid automatic transmission from a car licence truck right through to a 6x4 prime mover. Crew-cab models are now available with an automatic transmission, unlike the previous 500 Series models.

The low-revving nature of the new engines and a torque curve plateau from 1200 rpm to 2200 rpm, results in great low-engine rpm performance and should produce solid pulling power, with subsequent fuel economy gains from the down-speeding of the engine operation.

The Hino Automated Manual Transmission (AMT) is also available, controlled via a rotary dial function on the dash to the left of the steering wheel, with a manual selection paddle on the underside of the steering wheel. All manual and AMT FD & FE models are also fitted with a Hino stop/ start system, automatically stopping and restarting the engine when the vehicle comes to a stop.

Exhaust emissions are controlled by selective catalytic reduction (SCR), exhaust gas recirculation (EGR) and diesel particulate reduction (DPR) to the equivalent of Euro6. The Standard Cab 500 Series is the only sub 15-tonne truck in the Australian medium-duty truck market to be fitted with a true engine brake - a "Jacobs Engine Brake", to be precise. This is an offering that, when used in addition to the traditional exhaust brake, should increase brake service intervals and reduce operating costs.

Bill Gillespie, H MSA's General Manager of Brand and Franchise Development says: "We predict that 70 percent of 500 Series sales in Australia will be fitted with automatic or AMT transmissions".

Manual transmission offerings are from the LXO6 sixspeed manual transmission, proven in the outgoing 500 Series standard cab, and additionally the MXO6 and MXO7 have been added to support the extra torque of the AO5 engine.

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On the outside, there are subtle changes from the outgoing 500 Series, a distinct two-bar grille, larger Hino badge and redesigned headlights (low-beam LED for the FD and FE), daytime running lights and cornering fog lights. These redefine the look a little and an Emergency Guard Impact System (EGIS) cab with door impact beamsrounds out the changes.

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FEATURE Inside the cab is where the major differences wil noticed, with a refreshed dash design and colour palette on offer that marries earthy tones and carbon fibre. Technology advancements come in to play with the allnew 6.5-inch smart multimedia unit and seven-inch LCD multi-information display in the centre of the instrument cluster, giving the driver easier access via the steering wheel control switches to more information than any other Hino before. Smart thinking also extends to the wireless mobile phone 1 irging mat, located within the dash. 5 new multimedia system and in-dash display could rant an article all to themselves, so I'll condense things t. There's app integration for music and audiobooks, wi-fi connectivity for the telematics options available onjunction with Hino Traq. This builds a wealth of er and truck performance data for owners and t managers which is both broad and encompassing, ranting the title of "the smart truck". driver comfort, the latest ISRI NTS-2 driver's seat tandard fitment with rearward travel increased by a erous 48mm for taller drivers and also containing grated seatbelt fitment with pre-tensioner. an asked what is standard fitment and what's optional, Gillespie's answer was simple. "There are no options n Hino when it comes to safety", he said. had some very robust discussions about what would, what would not be standard inclusions when it came le safety features on the new model 500 Series idard cab. In the end it was decided that all the safety features would be standard across the range".

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ISSUE 8 7

>), which includes Autonomous Emergency Braking (AEB), Pedestrian Detection (PD) and Safety Eye (SE), Adaptive Cruise Control (ACC), and Lane Departure Warning (LDW). Vehicle Stability Control (VSC), which incorporates ABS and Traction Control (TC), is also standard, bringing the VSC feature across the entire Hino truck range from the 300 Series through to the 500 Series. Taking part in a drive evaluation at a Japanese test and development centre usually generates a degree of concern for the hosts, mainly because of the constraints placed on the employees accompanying the media and their belief that the incumbent driver might reduce their chance of enjoying a company pension. Upon arrival at Hino's Hamura plant, we were transferred from our roadgoing bus to a fully curtained plant transfer bus, denying us any unauthorised gazing upon Hino development projects, for the transfer to the test track facility and our drive evaluation of the new 500 Series standard cab. Having completed the customary greetings extended by the senior management of the test facility and manufacturing plant, the media group was introduced to the three 500 Series standard-cab trucks poised for evaluation on the circular Hamura test track. Available for test were an example of each available transmission variation, being a five-speed manual, a Hino AMT and the Allison 2500 fully automatic. Entry to the cabin is excellent thanks to the low step, wide 90-degree door opening, and grab handles both side of the door opening, allowing for three points of contact

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and-telescopic steering wheel adjustment. Immediately noticeable from take-off was the low-down torque from low engine rpm levels, enabling things to start happening without undue lag. Getting up to speed even with a six-tonne payload of concrete blocks seemed effortless. Noise levels were non-intrusive unless the fan happened to be engaged, at which point the usual drone was apparent. , le test circuit is reasonably flat with only a small incline of two or three percent, which did not provide enough resistance to inhibit road speed to any great extent. It did, lowever, provide an opportunity to test the Hill Start Assist eature, which perfectly removed any roll-back on take-off. he new dash and gauge layout are well positioned, with II main function gauges and the multi-information LCD isplay unobscured by the steering wheel. Steering was light and precise while ride comfort was ironed out moothly, thanks in part to the 90 percent payloads and mooth test circuit. :

or the first test drive, the foreign media were invited to de "shotgun" with the Hino driver trainers to experience simulated Pre-Collision System (PCS) event, utilising t le top-of-dash-mounted Safety Eye and front-of-grillemounted radar unit. The vehicle was driven at 50 km/h towards a stationary mock car, prompting the truck to automatically grind to a halt after the audible warnings " f l r a ignored by our driver.

truly at the wheel, accompanied by our driver trainer and an interpreter. During this exercise, the translation of driving instructions took a little while to make it into English, and hand gestures seemed a little speedier, with gesticulation increasing in direct ratio to the participation of the instructor. On our test, I would be hard-pressed to decide whether I preferred the AMT or the Allison automatic transmission only a longer, real-world test drive would do as a decider. That's not to say the manual transmission wasn't any good, it's just that the two-pedal models worked really well. HMSA has made a brave move in incorporating so many advanced safety features and technical functions as standard equipment - presumably at a price premium over competitors' base models - but I applaud the move. Any improvement in the driver's workplace is welcome in my book, and it's high time truck drivers in the medium duty segment were treated to basic safety advancements taken for granted in passenger cars. Perhaps the Australian truck industry will one day see mandated minimum safety requirements for the workplace to include drivers once they leave the depot. Until that time, Hino Trucks are well in front of the game with the new 500 Series. In summary, our initial drive introduction to the 500 Series standard cab reveals what seems to be a notable all-rounder in the medium-duty truck segment with sensible, forwardthinkina imDrovements over its 15-vear-run Dredecessor.[Ur

01 Jun 2019 Diesel, National Section: General News • Article Type: Review • Audience : 13,633 • Page: 36 Printed size: 2625.00cm² • Region: National • Market: Australia • ASR: AUD 18,666 words: 2228 • Item ID: 1115439265

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TRUCKS ON TEST

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TRUCKS ON TEST

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The move may be the Japanese truck maker taking an opportunity to use its lucky position in the global Toyota network to leverage off the millions of dollars put into research into technology for its car and truck empire, but it is also a bold move. Hino has laid down a marker and is challenging others in the market to match its ambition in creating a market leading truck. The surprising thing is this new sophisticated electronic architecture is not the only innovation on the Hino 500 Standard Cab, there is also a new and very different engine. The new A05 engine is a surprise, a new four cylinder engine introduced into a part of the truck market where the consensus has been to fit six or at least five cylinder engines. Hino has taken one of its larger six cylinder engines, fitted in some heavy duty applications in Japan and reconfigured it as a four cylinder set-up to suit the medium duty market. The A05 engine is a small truck engine with a big engine sensibility. It is equipped with heavy duty engine equipment and runs at a remarkably low rev range for this segment of the market, maintaining useable torque levels well below 1,000rpm. At the top of the horsepower range in these trucks is the 260hp, this adds a twin turbo to the mix to extend beyond the 240hp of most of the A05 engines. The

260hp engine puts out 884Nm of torque, meanwhile the 240hp version, which is going to be the bread and butter engine for most of this part of the Hino range, puts out 794Nm. One of the advantages of having a heavy duty style engine is the inclusion of an engine brake in the toolbox. This is a classic Jake brake and this is the first time a genuine engine brake has joined the normally ineffectual exhaust brake used in this segment of the truck market. The engine has been designed to meet the requirements of the Japanese ‘post-post new long-term’ exhaust emission standards. This level of exhaust emission is equivalent to Euro-6. The new 500 is ready for the next level of emission standards (ADR 80/04) in Australia whenever they arrive in the 2020s. A much improved Allison transmission is also included in the driveline to transform the performance of this truck and get the most out of the new engine. Early indications, as the first of the new Hino 500s come into the market, is that the new Allison is going to be the transmission of choice for at least 75 per cent of buyers. Most of the rest of the trucks have a manual transmission, with a very small number of truck buyers preferring to use the Hino automatic manual transmission (AMT), but there are enough to ensure it stays in the option book, for now.

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Both active and passive safety systems are headlined in the Hino 500 Standard Cab. SRS airbags, seat belt pretensioner and collision absorbing steering wheel are on the passive side, but it is the active systems which show the abilities of the new electronic architecture. Preventing any kind of accident occurring is the job of the safety suite, which includes, vehicle stability control (VSC), anti-skid braking system (ABS) and Lane Departure Warning (LDW). The Hino range now has VSC as standard all the way up its on-road truck range. However, the real quantum leap for medium duty has come with the other new safety systems, PCS, PD and SW, another new set of acronyms. The first of these stands for Pre-Collision System, a radar and video camera detection system to look out for vehicles and pedestrians and if the system judges there is a chance of a collision with either, it will set off an alarm and, if needed, autonomously apply the brakes to a full stop. The PD – the initials stand for pedestrian detection – comes from the system’s ability to differentiate between vehicles, trees and pedestrians by smartly combining radar and video shape recognition to measure closing speed and whether the object has two legs and is walking. The system then makes warning and braking decisions

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according to the severity of the risk it detects. Meanwhile, the clunkily-named Staggering Warning (SW) monitors driver input at the steering wheel and lane keeping and if those inputs become erratic showing signs of fatigue, it will again set off the alarms and pre-charge the PCS. This level of safety equipment is a first for the Japanese truck makers in the medium duty segment in Australia, a market which consists of 93 per cent Japanese product. Another first is the adaptive cruise control (ACC). Using the radar and video also used by the safety system to keep the vehicle in front at a safe distance and monitor any closing to reduce speed and, if needed, set off the PCS. This kind of system has become commonplace in new releases at the heavy end of the truck market, especially from the Europeans, but it is a real surprise in a relatively small Japanese truck.

NEW HINO 500 OUT ON THE ROAD Diesell got the opportunity to take a couple of new Hino 500 models out on the road, south out of Sydney, into and then up and

over the Illawarra region. This is a good workout for a new driveline, tackling some serious grades, plus a chance to test out the latest in safety technology in the busy traffic of the area. The differentiation in the Hino 500 Standard cab naming comes from the cab type, the GCM and the hp rating of the engine. Hence, the FD1126 has a bigger cab, a 11 tonne GCM and 260hp engine. The FC is the day/rest cab, the FD, up to 12 tonnes, and FE, at 14 tonnes, are bigger and are actually approved to meet the sleeper ADR, but Diesell wouldn’t recommend trying to sleep in them often. The 14 tonne GVM is becoming a popular choice from a lot of truck buyers at the moment. Operators are trading down from the bigger 16 tonne GVM and choosing the much lighter, lower, and cheaper, 14 tonner without losing much payload. The two trucks involved in the Diesel test drive were the Hino 500 FE1424 and the FD1126. Both were loaded up and ready to go. First impressions come from the driveline. Start the truck up, pull the lever on the transmission control to D, release the hand brake and hit the go

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pedal. The difference is immediately felt as the torquey engine pushes up through the gears and gets the truck up to speed. There is a stark difference between this engine and its predecessors. The driver doesn’t need to look at the tachometer reading to see what’s new, they just have to listen to the engine note. The engine revs like a top power 15-litre in a B-double prime mover. The needle rarely goes past 1500rpm in normal driving unless the driver pushes harder on the accelerator to signal to the auto gearbox that swift acceleration is required. It is a good job most of the early sales of this truck have been autos as the engine performance would be confusing for anyone used to driving a run-of-the-mill Japanese medium duty truck. A good deal of work is going to be needed from Hino to re-educate the drivers on how to to avoid high revs and get the best out of these trucks, especially the manuals. At one point on the way back to Sydney, pulling up a relatively steep climb, this driver decided to leave the truck in sixth gear and see how well a loaded truck would handle the grade. It simply dug in

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TRUCKS ON TEST

and hung on. From the driver’s seat the temptation was to give it one, or even two, gears to get some revs back in the engine, but even as it dipped below the 1000rpm mark, it kept on keeping on. On the outward journey the engine brake shows its mettle. In recent years the excellent sensing system on the Allison auto has brought some effectiveness to the exhaust brake, but this new engine brake takes it to a whole other level. This retardation compares well with the kind of engine braking we have become used to at the top of the heavy duty market, although with one position, either off or on. The way this retardation plays out in the busy Sydney traffic with the auto box, sees the truck moving along through the traffic but when the traffic lights turn red, the driver takes their foot off the gas and the combination of the strong engine brake and smart down-shifting by the Allison box virtually bring the truck to a standstill. The driver simply applies the footbrake to bring the truck to a halt at the line. On the drive the reason for the 75 per cent preference for auto transmission becomes very clear. The Allison box does monitor what is going on with all of the truck systems and acts accordingly. When the driver wants to get going, the transmission drops a gear to get speed up. When the driver is backing off and putting the engine brake on, the Allison drops one or two gears to get the revs up and maximise retardation. When the truck is climbing but the driver is only gently pressing the accelerator, the gear remains unchanged and the truck lugs up the grade. This combination of smart shifting and a low revving engine would suggest there will be some real fuel saving opportunities

with these trucks. According to Hino, the anecdotal evidence from the operators who have already driven these trucks is looking good. No doubt when more operators show the level of fuel saving possible, Hino will not be slow in telling the world about it. In the traffic and out on the more open highway, the ACC comes into its own. The controls are simple to use and at the driver’s fingertips on the steering wheel. The crisp image on the dash LCD straight in front of the driver gives a clear indication of the set distance and another part of the screen tells the driver the set cruise speed, distance to the vehicle in front and the overrun speed at which the engine brake has been set to activate.

INTRODUCING A NEW MODEL All of the evidence from looking at the spec sheet for these trucks is matched by the experience of driving them on Australian roads. Earlier this year, Diesel described

the new model line-up as a ‘quantum leap’, the road tests carried out simply reinforce the impression. One of the issues around this new 500 it just how far ahead it is from comparable product. This means those who fit equipment after the truck is sold have to be careful about how things such as bodies and lifting equipment and tail lifts are connected. There is very little knowledge about fitting a trailer to a small truck fitted with stability control. The level of sophistication in these trucks means there has to be a level of sophistication where the body builder connects into the electrical system. There are electronic control units (ECUs) and sensors which are vital to the control and safety systems. The connection has to be made in the right place and in the right way. This is going to become an increasing issue as more truck makers bring in these kinds of top-end electronics.

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June, 2019 Prime Mover, National Section: General News • Article Type: News Item • Audience : 15,000 • Page: 1 Printed size: 613.00cm² • Region: National • Market: Australia • ASR: AUD 4,590 words: 9 • Item ID: 1128118424

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June 2019

Scully RSV Fresh is Best

JUNE 2019 $11.00

ISSN 1838-2320 06

Industry Fleet: Image Linemarking Safety: NTARC Report Feature: Michelin 275/70 Personality: Andrew Harbison

Innovation Feature: A-double Evolution Product: RokLUME 360 Test Drive: Kenworth T360 Final Mile: Renault Traﬁc

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T H E P E O P L E & P R O D U C T S T H AT M A K E T R A N S P O RT M O V E

June, 2019 Prime Mover, National Section: General News • Article Type: News Item • Audience : 15,000 • Page: 26 Printed size: 2620.00cm² • Region: National • Market: Australia • ASR: AUD 19,618 words: 1659 • Item ID: 1128054113

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FRESH IS

BEST DAMIEN SCULLY ESTABLISHED A BUSINESS SPECIALISING IN SERVICING REFRIGERATED TRANSPORT VEHICLES IN 1993 WHICH THEN MORPHED INTO SCULLY RSV (REFRIGERATED SPECIAL VEHICLES) IN 2014 AS A FULL-SERVICE MANUFACTURER, PROVIDING CUSTOMERS WITH REFRIGERATED BODIES AS WELL AS COMPLETE TRUCKS FOR SALE AND HIRE. BASED IN BRISBANE, THE COMPANY RECENTLY TOOK DELIVERY OF THEIR 300TH HINO TRUCK. couple of years ago Damien Scully took the decision to personally scale back a little from the thriving business he had created and handed a large share of the management responsibility to CEO Avraam Solomon who himself has more than two decades in the refrigerated transport industry, coming as he does from a family that is one of the largest seafood suppliers in Brisbane. In addition to the sales and hire functions Scully RSV continues to build refrigerated bodies for many of Australia’s food transport operators and also provides servicing, maintenance and repairs for refrigerated vehicles. Avraam doesn’t regard Scully RSV as just a truck-based business, instead considering they are an integral part of the food service industry because every customer carries food products of some description. “I’m a foodie,” he says with pride. “But having bought a lot of trucks over the years has enabled me to develop a good

june 2019

understanding of what our clients’ needs are.” As in the food industry, quality is paramount and a vital factor in Scully RSV’s success in developing and marketing refrigerated trucks has been specifying with the best components available such as Carrier and Thermo King refrigeration units. Scully RSV’s expertise in the area of providing ready-to-use refrigerated trucks has been a factor in the expansion of the short and long term vehicle hire sectors of the enterprise. From a base of around 40 trucks just a few years ago the hire fleet has grown to more than 120 units with 50 of them currently based in Sydney. The expanded fleet already runs close to 100 per cent utilisation and plans are firmly in place for significant numbers of additional units. The demand for trucks on longer rental periods has led to the creation of the Scully Fleet division and well known food service company QFS has already signed on for an initial seven vehicles –

each on a four year hire agreement. “The long term rentals include items such as servicing, registration and insurance and unlike leasing or hire purchase, we can provide greater ﬂexibility,” says Avraam. “The clients are not stuck with a truck because after 12 months they can change the vehicle, be it to one larger or smaller.”

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Any trucks returned under these arrangements are accommodated in the Scully RSV short term hire ﬂeet. “Food service companies might win a contract with a fast food chain for two years and need six ten-pallet capacity trucks. If their contract isn’t renewed after the two years under normal circumstances they can be stuck with

those trucks,” explains Avraam. “We can offer ﬂexibility because of our own ability to move assets in and out of the short term hire division.” Just like rental cars, short term hire customers will get a current model truck, albeit perhaps two years old but deﬁnitely not something approaching the end of its working life.

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FAST FACT In just under three years the Scully RSV manufacturing division has grown from 80 trucks per year to 250 units. pr imemover mag.com.au

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Hino Australia presented Scully RSV with their 300th Hino purchase.

Long term hirers receive brand new trucks. Regardless of hire category, Scully RSV trucks are sold off into the used truck market when they reach four years of age, even though they may have another 15 or more years’ working life left in them. This keeps the overall Scully RSV ﬂeet age young and all vehicles remaining under OEM warranties. The ex-hire trucks which are sold off represent good value for the purchasers due to their low mileage and regular servicing. Any impact damage that happens to hire trucks is immediately repaired before their next hire. “It’s our image, it’s our brand,” says Avraam. “It’s important to keep the hire trucks in premium condition for both current hire clients and future purchasers. We’ve got a good market 28

june 2019

“The long term rentals include items such as servicing, registration and insurance and unlike leasing or hire purchase, we can provide greater ﬂexibility,” says Avraam. “The clients are not stuck with a truck because after 12 months they can change the vehicle, be it to one larger or smaller.” Avraam Solomon Chief Executive Operator

for trucks at end of the four-year hire life and they go with still a year of OEM warranty on the truck and on the refrigeration unit.” For customers wanting to purchase a new refrigerated truck Scully RSV offers ten different standard bodies,

with custom manufacturing also available. The ﬁve smaller units are premanufactured in Asian factories using predominantly Italian materials such as the body skins combined with German technology and management. Lateral thinking to keep the cost of freight

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FAST FACT Scully RSV is well known for its fridge/freezer bodies ﬁtted to light, medium and heavy duty forward control trucks. Scully RSV also produces innovative two pallet capacity fridge freezer bodies to suit the current model Toyota HiLux.

2019

in check has resulted in some of the imported bodies being designed to be shipped inside each other like Russian babushka dolls. The locally produced bodies are of fibreglass construction and Scully RSV’s decades of experience as a manufacturer has led to what is considered the optimum process in which all of the fibreglassing is hand laid and hand finished, and all work is undertaken in a dust-free environment. Depending on customer requirements Scully RSV has the capacity to fit its refrigerated bodies to all Japanese

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brands as well as most Europeans. Hino is the OEM of choice and in early 2019 Scully took delivery of its 300th Hino truck. “I’ve previously been a Hino customer myself for over twenty years and in the last ten years the Hino product has really, for us as a customer, got ahead of the others,” says Avraam Solomon. “The new Hino 500 models are just miles ahead of anything else I’ve seen and we’ve now educated our own sales people to highlight the extra quality that comes with a Hino.” Hino and the Sci-Fleet and Adtrans

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dealerships have been supportive in assisting Scully RSV customers to maximise the beneﬁts operating the Hino product “Hino is good for us not just because the product is good but their people are good as well. Carrier and Hino are like a good marriage. There is a real connection between great people. With Hino we don’t feel alone.” In line with current trends all of the trucks are equipped with automatic transmissions. Scully RSV doesn’t consider itself as a truck dealer and has never sold a bare

cab chassis. All trucks are purchased through authorised dealers prior to be fitted with the refrigerated bodies. “Part of our strategy is to partner with dealers across the country,” says Avraam. “The cab chassis is just one component. We can wrap the whole thing up as a package offering.” Scully RSV can also offer dealers stock of ready to work refrigerated trucks which can appeal to purchasers who have an urgent requirement and wish to own their vehicles outright rather than hire them. Just like the trucks’ warranty, the cover on the Carrier refrigeration units commences when the truck is delivered to the client not when it is fitted to the body. The refrigeration units are commissioned and gassed up as part of the pre-delivery functions to ensure the vehicles are ready for work when they are handed over to the customer. Scully RSV backs up its quality components and innovative management with the best available technology such as tracking systems that facilitate the tracking of load temperatures remotely via smartphones. Scully RSV has its own research division which is involved in developing product improvements for the transport of refrigerated food and other items as well as providing collateral support materials to ensure that clients are maximising the utility of the Scully RSV products in their fleet, whether those assets are owned outright or hired from Scully RSV. In future the core business of Scully RSV will continue to change focus from selling trucks to providing full service short and long term hire, similar to recent changes in the fork lift industry. “Our future is about hire. It hasn’t taken us long to hit 120 hire units and having 500 within a couple of years is a realistic expectation,” says Avraam. “Our plan over the next two and three years is to grow to be the true national fridge truck hire business.” The long term hire proposition has

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“The new Hino 500 models are just miles ahead of anything else I’ve seen and we’ve now educated our own sales people to highlight the extra quality that comes with a Hino.” Avraam Solomon Manager

many fiscal and practical advantages but the over-riding benefit for a food service business is that it allows them to concentrate on the actual food and service aspects and have the confidence to leave the fleet management to Scully RSV. “Some clients may still want to own half of their fleet and hire the rest to take advantage of the flexibilities we can offer. Our customers shouldn’t have to worry about what their vehicle issues are and we need to be able to provide a competitive and appealing alternative to the traditional food services vehicle business model,” he says. “It allows them to do what they do best which is sell food and look after their customers.”

FAST FACT Fibreglass has become the material of choice for refrigerated truck insulation in recent years and fibreglass truck bodies are estimated to be 20 to 30 per cent more thermally efficient than alternative materials such as steel. This leads to lower running costs for the refrigeration unit and the lighter weight improves the fuel economy of the truck which the body is fitted to.