700 Series Media Coverage by Hino Australia

700 SERIES MEDIA COVERAGE

What do Australia’s leading trucking journalists think?

“As for the suggestion that the FS2848 truck and dog combination supplied for this exercise is perhaps the best Japanese heavy-duty truck I’ve ever driven: Well, so far, it probably is.”

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“This has the look and feel of a sophisticated prime mover… all of the systems available as standard… stand as testament to the radical development path Hino have been on.”

“It has most things that the new Euro trucks have….and now that it’s Euro 6 you can feel like you’re doing the right thing environmentally too.”

“….the Hino-Connect system appears to be much like the Hino trucks themselves: Highly reliable and functional without being unnecessarily complicated to use.”

“The all-new Hino 700 ….is arguably a contender to take the baton as the best heavy duty Japanese truck on the current market.”

“Life as a driver in a truck like the new Hino 700 would be very comfortable, thank you very much… we’d gladly put our hand up to do just that.”

“After spending some time with Hino’s FS 2848, I can see why it’s proving popular. Safer and smarter than ever, it’s a truck that drivers will want to drive, and operators will want to own – it’s the full package.”

THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

“Hino have done a great job with the 700 in all its iterations. Good lookin’, comfortable, quiet, the latest in safety tech and the brilliant Hino-Connect.”

The new Hino 700 Series rewrites the rules in safety, emissions and connectivity. It’s our safest truck ever, with an enhanced Hino SmartSafe package including Pre-Collision System, Pedestrian Detection, Lane Departure Warning System and Driver Monitor. Designed to meet Euro 6 exhaust emission standards, it’s the cleanest Hino heavy-duty yet. With Hino-Connect as standard, customers benefit from superior business intel and support – it’s next-generation telematics delivered in real-time. The all-new 700 Series is the truck of the future, here today. Find out more at hino.com.au

Steve Brooks, Owner Driver Tim Giles, Power Torque Geoff Middleton, trucksales.com.au Paul Matthei, Power Torque Peter Shields, Prime Mover Jon Thomson, Transport Trucking Australia Rod Chapman, trucksales.com.au Graham ‘Kermie’ Harsant, Truckin’ With Kermie

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THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

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THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

The complete renewal of the Hino truck range reaches its conclusion with the introduction of the new 700 Series models and sees a genuine heavy duty challenger from Hino coming on to the Australian truck market.

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THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

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ver the last few years, Hino has completely upgraded all of the trucks it offers to the Australian truck market. It started with the new 500 Series, was then followed by the new 300 Series, and now we see the arrival of the new 700 Series heavy duty truck range from the Japanese manufacturer.

This renewal across the brand has seen the introduction of state-of-the-art safety systems and modern electronics throughout the range. The Hino brand has been uncompromising in its mission to bring the latest technology into the Japanese segment of the truck market.

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In the past, Japanese truck manufacturers have always been a couple of steps behind competitors from Europe, in terms of technological sophistication, but this series of truck releases has seen the Hino brand closely match Europeans in terms of technology toe-to-toe.

offering from Hino bang up to date.

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Ostensibly, this release is to introduce the latest low exhaust emissions engines onto the market. However, it does not stop at Euro 6, there is also a suite of electronic safety features which brings the complete

Each time PowerTorque reports on the latest release from Hino, it inevitably leads to a long list of three- and four-letter abbreviations for all of the systems which are now included. Overall, the package is called Hino SmartSafe and now includes Driver Monitor (DM), the Pre-Collision System (PCS), Autonomous Emergency Braking (AEB), Pedestrian Detection (PD), Lane Departure Warning system (LDWS), Vehicle Stability Control (VSC), Reverse Camera, plus more features which do not have simple abbreviations.

The Pre-Collision system uses a radar and video feed which constantly monitors the road in front of the truck. The

combination of the two systems will work out what any object in front of the truck is and how fast, and in what direction, it is travelling.

Based on this information, it will react if it calculates there is danger of a collision. Depending on the urgency of the situation it can slow the truck, it can introduce some braking or, in the most dangerous circumstances, apply 100 per cent braking immediately and bring the vehicle to a halt before any collision.

This new model sees the introduction of a new driver monitoring system, a first for Hino in Australia. The Driver Monitor system has a camera monitoring driver behaviour and distraction fitted to the A

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“THIS DEVELOPMENT SEES HINO FINALLY COMING TO THE AUSTRALIAN 8X4 PARTY AND SHOULD ENABLE THEM TO START TO COMPETE IN MARKET SEGMENTS LIKE CONCRETE AGITATORS, WHERE IT HAS BEEN UNABLE TO GENUINELY COMPETE IN THE PAST.”

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This new model sees the introduction of a new driver monitoring system, a first for Hino in Australia.

pillar. This will set off an alarm if serious fatigue or inattention is detected. The camera is monitoring the drivers posture, where they are looking and eyelid movement, it then interprets this data to decide whether it needs to alert the driver. There is a small infrared camera which is embedded in the A-pillar. The SmartSafe system is available in most models as the new 700 Series rolls out, with the twin steer 8x4 models joining the SmartSafe party in 2022.

BROADENING THE RANGE

Another major feature of this new 700 Series range is a broadening of the models available. The 700 Series now includes a nine-litre engine option, which opens these models up to a number of new market segments which have not been able to access the 700 Series before.

automatic transmission.

There is also a more powerful 360hp (265kW) 9-litre available, the A09C-BN, which puts out 1569 Nm (1157 ft lb) of torque. With this engine the Allison 4440 auto is included in the driveline. This higher horsepower engine will be powering the new 8x4 models and using this heavier automatic gives the truck a deeper first gear, improving startability, enabling it to be used up to 42.5 tonnes GCM.

Australia.”It puts a comma on the product renewal across our range, it’s stage one of what will be a multi stage 700 Series introduction. It will begin with an expanded model range.”

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The nine-litre engine is an upgrade on the current nine-litre sold in the top end of the 500 Series trucks at the moment. This latest version, the Euro 6 model, uses the same engine block as has been used before, but in virtually every other system there have been upgrades on this latest engine.

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The 700 Series range goes from the 10 models of the previous iteration to 19 models in the new range. Engines, previously only available as options in the 500 Series have now got some extra horsepower and are available in a 700 Series chassis.

This first of the two new nine litre engines, the A09C-VP, is rated at 320hp (235kW) and produces 1275Nm (940 ft lb) of torque, which is available from 1100 rpm all the way up to 1600 rpm. This engine is available with the Allison 3200 six speed

The new engine at the lower power rating will be available on the 4x2, 6x2 and 6x4 models, and the larger more powerful engine will be available on the 8x4 models, which Hino offers, for the first time, with a load sharing suspension. In tare weight terms of the nine litre offers a reduction in overall weight of around 500 kg, when comparing models like for like. This is particularly apparent, and relevant, in the 8x4 model.

This development sees Hino finally coming to the Australian 8x4 party and should enable them to start to compete in market segments like concrete agitators, where it has been unable to genuinely compete in the past.

This latest launch and these new models sees the Hino brand finally competing strongly in a segment of the market which has become highly competitive in the last few years, with just about every truck brand improving its offer into the highly specialised twin steer segment and the fiercely fought heavy rigid market.

The differential ratios on offer have been altered for these new models and now the engine rpm sits at around 1700, when the truck is doing 100 km/h.

“It is a new truck, I think the only thing that remains from the old model is the chassis rails. All of the chassis packaging and accessories around the chassis rails have been updated. Plus, we now add in the nine litre engine.”

HIGHER POWER

The 13 litre engine fitted in the new 700 Series from Hino also sees an upgrade, the SH 1845 4x2 prime mover models will feature the E13C-BL engine with 450hp (331kW) and 2157 Nm (1591 ft lb)of torque on taap. Meanwhile, the 2848 6x4 prime mover, FS 2848 6x4 rigid and FY 3248 8x4 rigid models will get the E13C-BK engine with a horsepower rating of 480hp (353kW) but still with 2157Nm (1591 ft lb) of torque available. Maximum torque is now available in the 13 litre engines from between 1000 to 1500rpm. These updated 13 litre engines are paired with the ZF 16-speed AMT, the TraXon TX 2441TO.

All of these engines, both 9 and 13 litre options also have a Jacobs engine brake included, to further enhance the driving experience. On the 13 litre engines this retardation is further enhanced by the inclusion of a ZF Intarder in the driveline, with a maximum of 684 kW of retardation available on the more powerful option.

“The ZF Intarder is going to represent around 90 per cent of all of our customers’ auxiliary braking,” says Daniel. “with our brake blending button on the dashboard, the system calculates how much brake you are asking for, from how the brake pedal is pressed. It will use engine braking to bring the vehicle to stop, before it will introduce the service brakes.

THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

Trucks fitted with the nine litre engines have a cabin which sits about 120 mm lower than those fitted with the 13-litre engine. This is possible because the truck is fitted with an adapted version of the cooling package fitted in the lower 500 Series when using the nine-litre engine.

“There are no manual transmissions available in these trucks. A number of years ago we made the decision that manual transitions were on the decline and with this range it was designed around automatic and AMT transmissions. This has been backed up by the fact that we haven’t sold a truck with a manual transmission in the last two years.”

“The new 700 Series is a massive deal for the Hino brand,” says Daniel Petrovski, Manager of Product Strategy for Hino

Hino has moved to a rotary dial controller on the dashboard for the AMT, similar in design to that used on DAF and MAN trucks. This new controller is a major

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improvement on the previous large stick controller, which was situated in the former gearstick position. Flicking from auto into manual and intervening by the driver, to either go up a gear or down a gear, can now be done on a steering column stalk. This new controller means cross cabin access is much improved and more driver-friendly on this model.

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On both of the new engines, the point at which maximum torque is reached has been brought down the rpm range. This means that fuel consumption will be decreased, when compared to the previous engines in the Hino 700. These new engines also use the, more slippery, dimpled cylinder liners, first introduced with the 500 Series, which further enhance the efficiency of the engine.

MOVING ACROSS TO EBS

Electronic braking systems are now available all of the way across the 700 Series range of trucks. This brings the brand up to date in terms of braking technology. The combination of EBS with features like stability control and integration with EBS fitted trailers further enhances safety in this model.

Over the last few years Hino have been improving their cabin interior design, as they move away from the very predictable grey Japanese truck interior we have become used to. With the introduction of the new 700, the cabin interior has a quality look and is probably feels more European than Japanese, in terms of first impressions. The dashboard has been carefully

thought out, looks good and is definitely much more modern than some of this truck’s direct competitors. However, this is still a Japanese track and it does have those features which reflect the conservative nature of the domestic Japanese truck market, which expects those features which we see in every Japanese truck like the high engine cover, relatively small bunk and clunky handbrake mounted on the engine cover.

The electronic dashboard directly in front of the driver has a neat feature, when the driver is driving normally it has a blue background colour, but when the driver takes more care and is driving more economically, the background turns to green. The display also includes driver reminders to avoid behaviours which are detrimental to the overall fuel consumption. It will tell the driver when they have been over speeding or over revving and a reminder pops up to ask them to take it easy.

FULL REFRESH OF THE MODEL LINE-UP

Australia and around the world.

The introduction of the nine-litre engine into the 700 Series allows Hino to also offer a wider range of wheelbases, to suit various applications, many of which are very different to those needed by the buyers of the larger 13 litre powered trucks. For example, a longer 4.5 metre wheelbase will enable Victorian tipper operators to now meet the bridge formula length requirements in that state, enabling them to run at higher masses.

This latest launch also means that the entire range of Hino models, from the 4.5 tonne 300 to the 70 plus tonne 700 all come with Euro 6 compliant engine.

According to Daniel, the 8x4 model comes in at a tare weight which is in that useful, just over eight tonne, range, which means it may come into consideration by the concrete companies as an agitator. One of the advantages it may have is the fact that it is fitted with a heavier duty Allison transmission, than some of its direct competitors in what remains a very tight market.

THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

At the new 700 Series launch, there was a hint that there may be a model coming onto the Australian market from Hino with a power rating over 500 hp. However, over the years PowerTorque has learned to take these kinds of hints with a pinch of salt.

The new 700 Series from Hino is the last part of the puzzle for the new look from the Japanese brand. All models now have the new large grille, with clear branding. There is also now stability group control across the range, apart from the twin steer models, but this will be arriving next year. There is also the availability, across the brand, of a comprehensive safety suite, which is one of those features which is becoming more and more important for trucking operators in

There is also a hybrid version of the 700 in the pipeline for the Japanese truck market and Hino are indicating it will eventually flow through into the Australian market but unwilling to put a date on any introduction.

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Australasian Transport News

November, 2020

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> Built for the Future

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Australasian Transport News January, 2022

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UNPACKING THE HIGH SPEC HINO

The new Hino 700 Series is the latest chapter in the comprehensive evolution of the entire Hino truck range and incorporates a number of signiﬁcant advances in terms of safety and mechanical technologies. Hino has left no stone unturned in their efforts to pack the new 700 Series trucks with an expansive

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range of features that will appeal to a wide market. Basically, everything other than the chassis rails has received attention with the new air suspended cabs designed to allow more rearward adjustment of the Isri driver’s seat. Larger staircase designed access steps are progressively spaced away from the door to make access easier and safer.

There are three cab heights and by incorporating LED interior lights the Hino 700 acquires an additional 40mm of head room in all of them. As it did with the 500 Series, Hino has moved away from the various shades of grey interior surfaces commonly found in Japanese trucks and the new 700 Series cab interiors feature a combination of ‘earthy’ tones with carbon-

THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

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The all-new Hino 700 Series is the safest Hino truck ever and meets Euro 6 exhaust emission

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THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

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Departure Warning System (LDWS), Vehicle Stability Control (VSC), Reverse Camera and a suite of other standard safety features. Due to the requirements of local certiﬁcation procedures SmartSafe will be included on the 8x4 models from early in 2022. Vehicle Stability Control (VSC) is considered as the cornerstone of the Hino SmartSafe active safety system and was ﬁrst introduced on Hino 300 Series models in 2011. VSC continually monitors the steering angle, wheel rotation speed, yaw rate and lateral G forces and working in conjunction with the brake and engine control systems, VSC can help prevent the truck from rolling over when entering or exiting a corner too fast. VSC is also able to enhance vehicle stability on slippery surfaces by autonomously reducing engine power and applying the brakes to individual wheels, helping to keep the truck on the driver’s intended path.

The new Driver Monitor system has been added into the Hino SmartSafe package and constantly monitors the driver’s attention towards the road using key metrics such as driving posture, face orientation, and eyelid status via a camera integrated into the A-pillar. The system provides a visual and audible alert if it detects drowsiness or a lack of attention from the driver.

First introduced on the Hino 500 Series Standard Cab in 2019 followed by the 300 Series in 2020, Hino’s Pre-Collision System (PCS) is an active safety system which can detect potential collisions with another vehicle via image and radar sensors by continuously scanning the road in front of the truck and can assist the driver to actively minimise the type of accidents that regularly occur through driver distraction or poor judgement. The driver is warned both audibly and visually on the LCD Multi Information Display if it predicts a collision is likely to occur. If the driver fails to react to the imminent danger, PCS can, as a last resort, engage Autonomous Emergency Braking (AEB) to apply the brakes to minimise the vehicle’s speed and subsequent damage in the event of a collision, or in some circumstances, assist the driver to avoid the collision altogether. Pedestrian Detection is designed to detect a pedestrian in front of the vehicle and will

respond in a similar way.

At a global and Australian level Hino is involved in a number of joint ventures, partnerships and collaborations aimed at reducing emissions and waste. The Hino Environmental Challenge 2050 has, as a key component of the global program, Hino’s aim to reduce the carbon dioxide emissions of its vehicles by 90 per cent, which includes the development of next-generation vehicles such as plug-in hybrids, battery and fuel cell electric vehicles.

THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

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All vehicles in the new range feature the Hino Taper Roller brake system.

The West Australian August, 2021

New Hino heavy steps up

Top-flight series revamp features some welcome additions to reliable line-up

DAVID MEREDITH

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Hino’s top-of-the-range 700 series has been hanging out for a complete refit for several years now. In the well-known style of the Toyota-owned company, the steady sales of the “old” model have meant Hino engineers haven’t been agitated about getting the new version here sooner. Unlike the dealers, who have been agitated about not having an agitator-spec 8x4 with load-sharing suspension to compete with Isuzu’s 8x4 runaway concrete truck success story.

So it’s a little bittersweet for WA Hino’s Paul McGovern, who is delighted with the new 700, but still hanging out for the shorter wheelbase 8x4.

the 13-litre 480hp 2157Nm version, which has a ZF TraXon 16-speed AMT transmission with ZF’s boat-anchor imitating Intarder as standard. It’s rated at 32-tonnes GVM and 63-tonnes GCM.

However, neither of the 8x4s have the electronic stability control that virtually all major y fleets are now demanding before they’ll even consider a quote. It’s on the 6x4s and 6x2s, but according to Mr Petrovski, hasn’t been validated for the twin-steers yet. That’s forecast for production early next year and will be here in mid-2022, along with a few other treats he wouldn’t tell me about.

vision remains good rather than outstanding, the overall feel of the truck now matches its best competition.

Reliability may have been the word that its biggest competitor pinched for its advertising, but Hino has it in spades among operators who know they can rely on the brand for a hardworking, reliable truck with easy maintenance schedules, a healthy warranty and excellent parts back-up. More to come when I get hold of a 6x4 with a trailer or two behind it.

I had a run this week in the first 360hp 8x4 to arrive in WA — 30-tonne GVM and 42.5-tonne GCM. The specs are aimed clearly at the tipper, water tanker, service truck and hook-lift applications. It’s on a 5925mm wheelbase and the new Euro VI 9.0-litre engine powers through an Allison 4440 six-speed fully automatic transmission. That box is a big one for 360hp, but Hino’s Daniel Petrovski told meAllison had recommended Hino fits the 4000 instead of the 3000 series on anything over 350hp. So the heavy-duty spec it is. Also, it includes the deep reduction 4.7:1 first gear to get a fully loaded 700 off the line and into the traffic quick smart.

Speaking of boat-anchors, the 360hp I drove felt like it had a retarder on board, but it’s just the standard Jake Brake. Unlike most pretend auxiliary brakes on Japanese trucks, this one is a doozy, and teamed with the exhaust brake, delivers a powerful pull back when engaged. It’s also linked to the early movement of the footbrake for maximum utilisation.

My short initial drive was more a familiarisation of the new cab than anything else. For years the 700 cab has been at

THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

The other 8x4 model in the Hino line-up at the moment is

t p e e f u m the pinnacle of blandness. Finally, the engineers have got serious and designed a working dashboard that puts everything at the driver’s fingertips, with clear and comprehensive data for managing fuel efficiency and logistics tasks. Seating is upgraded and although the

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Page 1 of 3 New Hino heavy steps up The West Australian (Saturday edition), Perth Licensed by Copyright Agency. You may only copy or communicate this work with a licence. The Allison 4440 transmission. ystepsup The new Hino 700 series, above. Right: Wraparound dash works well. AUTHOR: David Meredith SECTION: MOTORING ARTICLE TYPE: NEWS ITEM AUDIENCE : 205,782 PAGE: 10 PRINTED SIZE: 649.00cm² REGION: WA MARKET: Australia ASR: AUD 18,297 WORDS: ITEM ID: 1494724594 Page 28 AUG, 2021 New Hino heavy steps up The West Australian (Saturday edition), Perth

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February, 2022

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are available and many of them will automatically turn on when the truck is started. This means, if the driver is one of those people who wants to turn all of the automatic systems off, they are going to have to studiously turn them off quite a few times each day. The truck records these instances and that kind of behaviour may lead to the driver getting involved in some ‘counselling’.

has improved greatly, as Hino transitions across to the latest technology. There is a commonality of both functions and controls across the Hino range from light duty up to these heavy models.

However, the triangular tray on the top of the central binnacle has enough room for all of the odds and ends a driver needs to keep close at hand.

THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

The entertainment system screen on the 700 is now the same as the one we have seen released on the 300 and 500 Series models in the past couple of years. The information screen in front of the driver

Functions like cruise control and following distance for the Adaptive Cruise Control are on the steering wheel. This seems to be the home for these kinds of controls in all of the latest trucks coming onto the scene.

The interior designers of the cabin have come up with some neat ideas, but there still isn’t a drinks holder big enough for a large water bottle or flask.

This tray also includes an additional slot along the nearest edge which is deep enough to drop a mobile phone into. On this drive it was possible to keep my phone, my sunglasses and my EWD visible in the slot as I drove along.

From the driver’s point of view, most controls are simple and close at hand. The left-hand button on the left-hand side of the steering wheel controls the multiinformation display in the middle of the

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This truck is fitted with a hooklift and loaded close to maximum GVM.

dashboard, directly in front of the driver. Left and right buttons scroll through the information a driver can use for a pre-trip routine. The right-hand side buttons on the wheel are those for the cruise control.

THE PRIME MOVER

Climbing up into the cabin of the larger prime mover, the SS 2848, is a different proposition to the FY model. The 700 cabin with the 13 litre engine sits 120mm higher than the model fitted with the nine litre. They are both 700 Series models but they really do look and feel different.

has an extra control stalk to the left of the steering column. The dial on the dash can be twisted when stationary from neutral to drive to slow manoeuvring drive to reverse to slow manoeuvring reverse. However, the stalk is used when actually out on the road. This has a paddle to go up and down a gear and the button to toggle from auto into manual and back.

smart mature technology. The difference is the quality of the data the controlling computer is receiving from systems all over the truck to ensure it makes the right decision in a nanosecond, when required.

The SS model with the ZF Traxon AMT

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Taking off, the 16-speed AMT really comes into its own. This is a proactive gearbox which wants to work and wants to get going. The last twenty years of the ZF AMT have seen it progress from a smart functioning idea to an extremely

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The AMT has three modes, eco, standard and power. When the truck was under load in power mode, the Traxon would not make an up-change until hitting over 1800rpm and rarely let the revs drop into the green band.

The competition between all of the major transmission designers has been hot and the resulting product has been forged by the need for each iteration of each box to get one small step ahead of the competition. The result is a choice of highly sophisticated AMTs from just about every truck brand.

For retardation the stalk on the steering column has four stages, with the engine brake increasing in two steps and then the Intarder adding a further two steps of really effective retardation. The combination of the Intarder and the Traxon AMT means it is possible to wash off all of the speed going into an intersection or a parking bay by simply pulling on full retardation and allowing the combination of the two to bring the speed back to a point were a small application of the service brakes is all that is needed to bring the combination to a halt.

A ZF Intarder on the 13-litre engine at relatively high masses has proved to be very effective part of the driveline and will considerably improve brake life.

On the larger SS prime mover with the ZF box, Hino have finally got the message and moved the transmission controllers to the dashboard, leaving enough space for the driver to be able to comfortably climb into the middle of the cabin.

THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

At 480hp this engine has enough to handle single trailer work and runs at 1500rpm at 100km/h easily, holding on well out in undulating countryside. Surprisingly, the green band on the tachometer is marked from 800 to 1400rpm, suggesting running at highway speed is just outside of its most economical zone. A taller diff would get the revs down into the green band at 100km/h, but may compromise performance elsewhere, where it is needed.

Power was the right mode setting as the semi approached the foot of the Cunninghams Gap grade. Once the truck

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The Australian truck market now has a Hino 8x4 with a load sharing suspension.

got into the climb, the Traxon worked to make sure the engine was close to 1400rpm, clearly the home of the best torque from this engine.

When into the meat of the grade the truck was comfortable at 35km/h in 11th gear at 1400rpm and it could grind the climb out, despite the changes in grade. At other times, it will allow the revs to drop well below 1300 and then take a single gear to get back to 1500rpm as it grinds up the grade.

The smartness of the AMT becomes clear when the transmission makes surprising choices which turn out to be the right ones. Sometimes it will hold a gear until the revs get over 2000, and then at other times it will grab two gears and drop it down below 1450 rpm while climbing hard. All of these moves proved to be correct, the power and torque available were more than capable of handling the task set by the transmission.

is something about the quality of the torque an engine produces and Japanese engines rarely really impress, but it does do a commendable job, it seems to be well within its comfort zone all of the way up the Gap.

The return descent of the Gap saw the new Intarder now fitted on the Hino 700 prime movers come into its own. Dropping the AMT into manual, selecting 12th gear and pulling the lever to full retardation gives the driver a smooth descent with

THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

This is a Hino 13-litre engine rated at 480hp and we can’t expect it to fly up this ascent pulling a fully loaded semi. There

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The truck on test was the FY3036 8x4, with the Hino A09C-VN engine. This tray also includes an additional slot along the nearest edge which is deep enough to drop a mobile phone into.

interior looks and feels comfortable and sufficiently modern. Sophisticated no, effective yes.

The nine-litre engine is an innovation, and a good one for Hino. It provides them with a model which fits into many operator preferences around the lighter end of the truck market over 16 tonnes GVM. This does not have the feel of a truck design shoe-horned into an application, it performs like a truck designed specifically for these kinds of vocational tasks.

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no need to apply the brakes and no worries about over speeding. Speed can be simply controlled by changing up and down manually.

Moving up into 13th and 14th gear the Intarder continued to hold the truck back easily. This is a top highway prime

mover level of retardation, available on a Japanese prime mover, a surprise.

THE CONCLUSION

Like everything Hino come up with in terms of design this is a functional truck, but, despite that functionality, the

When it comes to the prime movers, the 700 has come a long way from the first models brought into Australia nearly twenty years ago. This has the look and feel of a sophisticated prime mover and all of the systems available as standard on the truck stand as testament to the radical development path Hino have been on.

Limitations like a small choice of wheelbases may well be a disadvantage, but if that is its only drawback, other factors may well get the new 700 over line in many cases.

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were comfortable retarding our progress using only the wand, moving it between the levels to slow it up or to let it run. The Kenny appeared to be lightly loaded with not too much on the open trailer so both trucks were grossing similar weights. It was extremely confidence building, and the more we used it the more confident we were in its ability to manage the speed of the Hino on steep downhill runs.

would be an ideal choice.

The Hino 13 litre is a nice, flexible and very driveable engine, which at 480hp is a little on the conservative side these days, with a lot of manufacturers, including notably Japanese rival Fuso, pushing their 13 litre units up past 500 hp. Speculation is that market leader Isuzu may have a 500 plus flagship in the not too distant future, but that is yet to be confirmed. Hino however has resisted pushing up and locked this engine in at a safe and happy 480 horses.

Watch this space, we reckon a higher horsepower Hino may be on the horizon.

Back in Sydney’s southern outskirts the traffic and the stop-start at the various intersections, further tested the 13-litre driveline. All to soon we were back at Hino and parking the 13litre. We had a best average fuel burn of 2.5km/ litre which given the conditions and the number of heavy climbs and descents along with the weight we were hauling was a pretty good result.

Once at the bottom the Hino was pointed toward Port Kemba, in an environment that is truck central. Plenty of similar tipper dog rigs and lots of B-Doubles and single semis, all battling the wet and slippery roads. The Hino tracked and steered very well and always felt well tied down and manageable.

THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

Above all it was easy and comfortable to drive, with the 16-speed Traxxon AMT making the Hino a very user friendly truck. Couple that to all the safety systems and for fleet operators needing trucks at the bottom end of the heavy sector, this

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Just how good that engine and transmission package performed under heavy climbing, we were about to find out. Ahead lay the return ascent of Ousley, and we have to say the Hino held its own and impressed with its honest effort and the deep well of torque that allowed it to crest the top still holding ninth gear. It was a strong effort that underlined the fact that if Hino wanted to uprate the power on this engine it would not be too much of a struggle.

We’d organised to step straight out of the 13-litre FS and into the new nine-litre 700 Series FR, using Hino’s superb newish sixcylinder that first debuted in the 500 Series about three years ago. It has since been further uprated to meet the equivalent of Euro 6 emissions

The FR test truck was specced as a heavy rigid tautliner and although the architecture and appearance, the systems and interior design are the same for the nine or 13-litre models, the new cab can

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sit lower on the smaller nine litre. In fact around 120mm, which clearly means it is less of a climb up into the cockpit. This is an important aspect for drivers who are in and out of the cab all day, doing metro delivery runs, with the lower climb height making it a much easier truck to live with.

It is easy to identify the engine spec from the outside with the smaller engine 700s featuring a three-bar grille and the 13-litre versions having a four-bar grille.

closer to the ground is very similar to its big brother.

Like the bigger truck, there is a seveninch multifunction display that can be scrolled through to give a variety information to the driver, accessed by toggle switches on the steering wheel.

little vibration or rattle. This is a very sophisticated diesel, which when we first drove it in the wide cab 500 impressed us, and led us to say that it was the closest thing to a European engine we’d ever experienced in a Japanese truck. That was of course before Fuso put the 13 litre in its Shogun, but that is a European engine.

The new cabs now have a four-point suspension system, which certainly is something that benefits the ride and overall NVH in the cab. We felt it and appreciated it in the 13-litre on our trip to the ‘Gong, and it was equally appreciated in our city work in the nine-litre.

In fact the entire dash is easy to access and read and now that Hino no longer offers a manual trans in the 700, the designers did not have to grapple with where to place a gear stick. In the ninelitre, mated to an Allison six speed auto there is a touch pad control, while the 13-litre had a rotary dial on the dash to select gears.

This truck was an FR 2632 6x2, which following the same nomenclature code indicates that it had a 26 tonne GVM with the 320hp version of the nine-litre. The truck had the standard wheelbase with a 14-pallet tautliner curtain-sider.

THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

The Hino people had loaded it to 18 tonnes with a bunch of IBCs in the back.

With the lower entry on this truck also comes a better and safer climb up by staggered steps, on both models, while there is also a redesign of the front access flap to pre-check vital fluid reservoirs. The nine-litre interior, apart from being

In terms of creature comforts, all 700s come with climate control aircon/heating as standard, while there is a full-width bunk behind the seats that is enough for drivers to rest on, or to store baggage etc. but is not really designed for a comfortable night’s kip.

Fire the nine-litre up and there is very

With the engine purring in the background, we touched the Allison selector pad and moved away, negotiating the back streets of Taren Point on our way north, this time heading for a loop around the metro areas of Sydney. We were emulating the sort of conditions and work schedule that a truck of this spec would

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“ABOVE ALL IT WAS EASY AND COMFORTABLE TO DRIVE, WITH THE 16-SPEED TRAXXON AMT MAKING THE HINO A VERY USER FRIENDLY TRUCK”

normally tackle.

The rigid nine-litre was a lot more manoeuvrable than its tipper dog sibling and in and out of the traffic, with its flexible engine and efficient shifting auto, it proved a breeze to guide around the wet roads of the Southern suburbs.

In fact the big rigid was almost car like in its ease of operation and nimbleness. The shifts from the Allison were smooth, quick and well timed and it proved the perfect package for the sort of work this truck would be tasked with.

With the Allison programmed and mated to the Hino’s engine management computer the gearbox always seemed to have the truck in the ideal rev range in the ‘eco’ band from 900 to 1500 rpm.

Hino has given the 700’s a new braking system that melds with its new safety suite. There is now an Electronic braking system that provides a much faster signal to the modulators and sits alongside and compliments the fall-back pneumatic signal line. Disc brakes haven’t made it on to the agenda with Hino yet, but the 700 uses highly efficient tapered-roller drums and they work just fine.

Underneath the rear of the rigid was a standard Hendrickson HAS rear tandem boasting adjustable dock-height settings, while Hino now fits cross axle diff locks as standard, selected by a switch on the dash, making it a handy way of avoiding being hung up on ramps and gutters, particularly when unladen.

ISRI suspension seats are now standard for drivers making the comfort factor in the Hino even better, with plenty of adjustment in both the seat and the steering column, while the seat belt is attached to the seat, making it a lot easier and comfortable to use.

Vision from the revised Hino cab is excellent, with good all round sight lines and a strong selection of mirrors and cameras to deliver the extra spatial awareness to the driver. The mirrors are electrically powered and heated covering every angle, while the cameras gave extra coverage to the sides and behind, with the display on the central seven inch infotainement screen in the middle of the dash.

Allison in down shifting when needed, the whole package is excellent. This is further enhanced by the brake blending switch, which combines the Jake with the service brakes. With this selected pushing the brake pedal also automatically brings on the Jake to assist, it is very good.

A day and bit driving the rigid 700 FR around Sydney’s increasingly crowded and fraught roads showed us what a good truck this is for tackling this sort of work.

It is quiet, easy to use, safe and above all economical, with an average of just over 3 km per litre.

It’s little wonder that the Japanese brands dominate this sector, and with trucks like the new 700, using either the nine or the 13-litre engine, Hino is going to sell a lot more heavies, particularly with even more new variants on their way, and potentially a 500 plus hp version down the track, not to mention a hybrid model to come.

THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

The nine-litre’s 320hp is aided by its 1275Nm of torque which peaks between 1100 and 1600rpm and has a Jacobs brake as standard. It’s mated to Allison’s 3200, six-speed automatic torque converter transmission.

With a Jake brake as standard, coupled with the six speed Allison, the FR also offered excellent retardation without the need to go for the service brakes. Like its big brother the Jake is activated by a wand on the steering column, but with just the one level not four like the ZF equipped retarder.

Hino and Fuso now have the best artillery on this battlefield, despite the fact that Isuzu has an advantage in territory and ascendency.

We all know how well the Jake works, and with the intuitive nature of the

However the real winners in the technology and refinement race the three Japanese brands are fighting are truck buyers and in particular truck drivers. Life as a driver in a truck like the new Hino 700 would be very comfortable thank you very much and we’d gladly put our hand up to do just that in one of these.

With Hino-Connect as standard, customers benefit from superior business intel and support – it’s next-generation telematics delivered in real-time. The all-new 700 Series is the truck of the future, here today. Find out more at hino.com.au 024

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IT IS QUIET, EASY TO USE, SAFE AND ABOVE ALL ECONOMICAL”

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THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

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GENUINE A CONTENDER

Operational restrictions brought about by COVID have meant that it is almost six months since the mid-2021 release of the all-new Hino 700 before we have the opportunity to drive it. And it has been worth the wait.

THAT’S ANOTHER HINO

seat travel which combined with the tilt and telescopic steering wheel, can provide the ideal driving position for drivers of various shapes and sizes. The ride is further smoothed due to the

cab being remotely mounted on fourpoint air suspension, resulting in less vibration, road noise and driver fatigue. Cab temperature is now controlled by automatic climate control, while the bunk is ADR42 sleeper compliant, and has interior light controls which can also be operated from the rest area. The dash layout features all-new instrumentation with large, high

Key new models in Hino’s heavy-duty range include 4x2 and 6x2 rigid trucks suitable for distribution applications and new 6x4 and 8x4 models, which will cater for customers at the heavier end of the distribution and vocational application spectrum.

We have come to expect a Toyota standard of ﬁnish on Hino trucks, but the new 700 Series takes it to the next level. Even on this pre-production example the standard is worthy of Toyota’s premium brand Lexus. The new 700 Series breaks fresh ground for Hino in terms of safety and application suitability as well as the very important driver experience. With much in common with the latest Hino 500 models the functional and contemporary interior of the cab is trimmed with a balance of carbon ﬁbre, silver and ‘earthy’ tones. The new wraparound dash creates a cockpitlike environment for the driver who performs their job from the comfort of the latest generation ISRI 6860 NTS2 driver’s seat which has air lumbar supports and a myriad of adjustments. The redesign of the cab allows for additional adjustability in rearward

THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

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Hino 700 SS 2848 6x4 towing a three-axle dog trailer.

The Hino 700 Series is a serious contender for the 400-500hp heavy duty market and completes the refresh of the entire Hino range.

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contrast speedometer and tachometer, and a central 7-inch LCD MultiInformation Display, which shows information such as the Hino SmartSafe settings, driving economy, gear selection and vehicle maintenance data. Other upgrades include easier and safer ingress and egress via the generously sized door openings, the illuminated staircase design steps and the conveniently placed full length cab grab handles that make three points of contact available at all times.

The vehicle provided for this assessment is an SS 2848 6x4 rigid towing a three-axle dog trailer which, along with the truck’s tipping body, has been manufactured from steel by Chris’s Body Builders. Loaded to a gross weight of 38.5 tonnes the combination is well below its maximum GVM, yet allows

for a realistic workout that will cover metropolitan, highway and rural roads.

and audible alert if it detects drowsiness or a lack of attention from the driver.

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The potentially punishing climb back up Mount Ousley is handled easily by the Hino with the transmission not needing to drop below ninth gear.

THAT’S ANOTHER HINO

This new Hino 700 Series boasts the most comprehensive safety package ever offered in a Hino truck including Driver Monitor (DM) which has been added to the Hino SmartSafe package. Driver Monitor features driver assistance technologies which take an active focus on protecting the lives of drivers, passengers and other road users. The system constantly monitors the driver’s attention towards the road using key metrics such as driving posture, face orientation, and eyelid status via a camera unobtrusively integrated into the A-pillar. The system provides a visual

The overall Hino SmartSafe package also includes a Pre-Collision System (PCS) with Autonomous Emergency Braking (AEB), Pedestrian Detection (PD), Lane Departure Warning System (LDWS), Vehicle Stability Control (VSC), Reverse Camera and a suite of other standard safety features including a driver’s airbag. The Adaptive Cruise Control (ACC) maintains the speed set by the driver while continuously scanning the road in front of the truck. If a slower vehicle is detected in front, the ACC can reduce the engine acceleration and even engage the auxiliary braking, adapting the truck’s speed to that of the vehicle in front.

The E13C-BK 13-litre engine delivers a peak power of 480hp (353kW) and

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2157Nm of torque, which is now available across a wider range between 1,000 and 1,500rpm, delivering the opportunity for improved drivability and fuel efﬁciency. A 450hp rating is also an option. The Euro 6 exhaust emissions compliance is met using a combination of the Selective Catalytic Reduction (SCR) system, cooled Exhaust Gas Recirculation (EGR) and a reliable Hino Diesel Particulate Active Reduction Filter (DPR). The engine is matched to the latest generation of the ZF TraXon 16-speed Automated Manual Transmission (AMT), making Hino’s heavy duty offering exclusively available as a two pedal conﬁguration with the 9-litre versions coupled with a six-speed Allison full automatic. The transmission is controlled with dial gear selector for Drive, Neutral and Reverse, and features a slow mode in forward and reverse for improved manoeuvrability control. The dash-mounted dial selector is complemented by a sequential type shift lever on the steering column which allows the driver to easily switch the transmission mode between automatic and manual, and also manually select gears without having to take their hands off the steering wheel. For us, the novelty of manual shifting quickly wears off and allowing the electronics to make

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the decisions provides for a smoother journey and better fuel economy. The Hino Easy Start system is a hill holder which assists with smooth take-offs after stopping on a slope.

All 700 Series models now feature an Electronic Brake System (EBS) and have moved from an S-cam brake system to the Hino Taper Roller brake system, which reduces tare weight, decreases compressed air requirements, provides a smoother more consistent brake feel and uses less moving parts, resulting in reduced maintenance requirements and lower operating costs.

THAT’S ANOTHER HINO

The Hino 700 Series is the only Japanese heavy-duty truck with a genuine Jacobs Engine Brake which improves driveability and operational efﬁciency and all 13-litre models receive additional auxiliary braking from the ZF Intarder, which is integrated into the rear of the transmission and can be controlled by a wand lever on the steering column. The synchronised braking capabilities of the Hino 700 are impressive with evidence such as setting the speed at 39 km/h at the top of Mount Ousley and having the truck hold itself steady for the entire descent with minimal input from the driver.

The 3.9:1 rear axles ride on a signiﬁcantly redesigned six rod mechanical

suspension. Noticeable here is the improved articulation, lower tare weight and improvement in payload capabilities compared to previous models. At the test weight the ride is exceptionally smooth. On the outside the Hino 700 has a distinctive new bold new look which includes a new enlarged chrome grille and automatic LED headlamps complemented by daytime running lamps set in the bumper. Polished Alcoa alloy wheels are standard equipment and lower the tare weight considerably compared to steel wheels. Our test circuit covers 250 kilometres and according to the Hino’s calculator we are able to return a very creditable 1.9 km/lt fuel efﬁciency despite tackling long pulls such as Mount Ousley. With a wider range of axle conﬁgurations, an increased number of engine power ratings and now an exclusively two-pedal transmission lineup, the all-new Hino 700 Series models will suit more customer applications and operating requirements. It seems that virtually every new model of a Japanese truck comprehensively improves upon its predecessors and competitors. The all-new Hino 700 is no different and is arguably a contender to take the baton as the best heavy duty Japanese truck on the current market.

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An E13C-BK 13-litre engine delivers a peak power of 353kW.

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CONNECTING THE DOTS

Hino Australia recently introduced its sophisticated integrated telematics program called Hino Connect as standard equipment on the new 700 Series heavy duty models sold in Australia. Paul Matthei takes a deep dive into this clever technology which has the potential to maximise efﬁciencies in truck operation.

Now standard across the 500 and 700 Series ranges, Hino Connect is an integrated telematics system that combines key performance data tracking in real time, remote diagnosis of vehicle f aults and 24/7 alerts delivered to the truck’s owner and their Hino Connect specialist f or priority repairs and service support

In effect, the system acts like an invisible umbilical cord between the truck, its owner and Hino Connect, with real-time data accessible at all times. This business intelligence enables the asset manager to monitor key aspects such as driver behaviour, safety and vehicle utilisation either via the Hino Connect portal or an app on a smart device

full fleet visibility

Other f eatures include key performance data tracking in real-time, remote diagnosis of vehicle f aults and 24/7 alerts delivered to the operator and their Hino Connect specialist f or priority repair and service support.

THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

According to Hino, this is a complete business intelligence solution designed to reduce costs, optimise dr iver and vehicle performance, improve safety and enable the operator to make informed decisions

The Hino Connect package includes a complementary 12-month subscription f or Business Intelligence Access which entails vehicle utilisation, maintenance support and Application Programming Interface (API) data integration for

In the unlikely event of a severe vehicle f ault being detected, an alert is delivered straight to the dr iver as well as the vehicle’s owner and their Hino Connect Specialist

Hino descr ibes it as the total business intelligence solution designed to reduce costs, optimise dr iver and vehicle performance, improve safety and help

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portal on,” my the SS with of moving says see terms events. you were those the SS the had

TRUCKS ON TEST

saysGus.

He then proceeded to analyse my driver behaviour metrics during the recent test drive I undertook in the SS 2848 pulling a loaded fridge van with a gross combination mass (GCM) of around 40 tonnes.

started the engine sometime before I arrived to pre-cool the cab for me.

TRUCKS ON TEST

ventured this probably occurred on the descent from Cunningham’s Gap as I was attempting to achieve maximum retardation from the amazingly effective Intarder auxiliary braking system while selecting the most appropriate gear to optimise the journey time, just what every professional driver should do.

“In there I can see that you have four over-revving events while moving and three excessive idle events,” says Gus. “We can actually go in and see the impact of these idle events in terms of what amount of fuel the engine consumed during these idle events.

“If you had a fleet of vehicles you could see who your main culprits were and use this information to target those in need of some driver behaviour adjustment training.”

In my defence, I explained that the hot summer’s day I picked up the SS the good folk at Sci-Fleet Eagle Farm had

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Sure enough, further investigation by Gus pinpoints the GPS positioning of the truck during these events on the eastern side of Cunningham’s Gap, very impressive. Similarly, the major idle event was traceable to the northern side of the Brisbane River near the Gateway Bridge, pretty close to Sci-Fleet Hino at Eagle Farm.

“Everything in the Hino Connect analytics is interactive,” says Gus. “If I right click I can drill down to find information every hour on the day you were driving the truck. I can see there is

vehicle owner make informed decisions.

web portal; so through the web portal you can get the advanced granular information about what’s going on,” saysGus.

As for the over-revving events, I ventured this probably occurred on the descent from Cunningham’s Gap as I was attempting to achieve maximum retardation from the amazingly effective Intarder auxiliary braking system while selecting the most appropriate gear to optimise the journey time, just what every professional driver should do.

web portal; so through the web portal you can get the advanced granular information about what’s going on,” saysGus.

started the engine sometime before I arrived to pre-cool the cab for me.

THAT’S ANOTHER HINO

In addition, there is a complimentary five-year subscription to Remote Diagnostics + Hino Connect Specialist Support which includes the aforementioned vehicle engine control monitoring, severe fault alerts and case management support.

He then proceeded to analyse my driver behaviour metrics during the recent test drive I undertook in the SS 2848 pulling a loaded fridge van with a gross combination mass (GCM) of around 40 tonnes.

Hino Connect is an important element of the all-new 700 Series that the company believes will help it snare a larger share of the heavy-duty market.

Hino’s General Manager of Service and Customer Support, Gus Belanszky, walked me through the details of Hino Connect, beginning by explaining that the mobile device app is a complementary adjunct to the webportal.

“Everything in the Hino Connect analytics is interactive,” says Gus. “If I right click I can drill down to find information every hour on the day you were driving the truck. I can see there is

“If you had a fleet of vehicles you could see who your main culprits were and use this information to target those in need of some driver behaviour adjustment training.”

“You can’t get the full level of detail through the mobile app so it is pretty much a companion application to the

In my defence, I explained that the hot summer’s day I picked up the SS the good folk at Sci-Fleet Eagle Farm had

“Everything in the Hino Connect analytics is interactive,” says Gus. “If I right click I can drill down to find information every hour on the day you were driving the truck. I can see there is

owner make informed

the vehicle owner make informed decisions.

addition, there is a complimentary subscription to Remote Diagnostics + Hino Connect Support which includes the aforementioned vehicle engine control monitoring, severe fault alerts and case management support. Connect is an important the all-new 700 Series that company believes will help it snare a share of the heavy-duty market. General Manager of and Customer Support, Gus walked me through the Hino Connect, beginning explaining that the mobile device complementary adjunct to the webportal. can’t get the full level of detail the mobile app so it is pretty companion application to the

Hino Connect is an important element of the all-new 700 Series that the company believes will help it snare a larger share of the heavy-duty market.

THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

“You can’t get the full level of detail through the mobile app so it is pretty much a companion application to the

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“YOU CAN’T GET THE FULL LEVEL OF DETAIL THROUGH THE MOBILE APP SO IT IS PRETTY MUCH A COMPANION APPLICATION TO THE WEB PORTAL; SO THROUGH THE WEB PORTAL YOU CAN GET THE ADVANCED GRANULAR INFORMATION ABOUT WHAT’S GOING ON.”

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“YOU CAN’T GET THE FULL LEVEL OF DETAIL THROUGH THE MOBILE APP SO IT IS PRETTY MUCH A COMPANION APPLICATION TO THE WEB PORTAL; SO THROUGH THE WEB PORTAL YOU CAN GET THE ADVANCED GRANULAR INFORMATION ABOUT WHAT’S GOING ON.”

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THE FULL LEVEL OF DETAIL MOBILE APP SO IT IS PRETTY COMPANION APPLICATION TO THE WEB THROUGH THE WEB PORTAL YOU CAN ADVANCED GRANULAR INFORMATION GOING ON.”

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THAT’S ANOTHER HINO

data here showing the excessive idling occurred for half an hour from 1pm.”

“How’s that!” I exclaim. “I arrived to pick up the truck at 1.15 and drove out the gate at about 1.30.”

Gus adds that there are a lot of very useful metrics available whether you’re tracking an individual vehicle or a fleet of vehicles.

“You can filter down to which trucks you want to look at by the registration number and various date ranges either on a macro or micro scale,” says Gus. “This is going from looking at pre-built reports to actually being able to look at the data and drill down into it.”

After being shown how to access all this information, it was easy to appreciate the relative simplicity of gaining the information, even for someone like myself who’s not known for being overly tech-savvy.

the likes of fleet managers who want to drill right down into the nitty gritty of fuel consumption and driver behaviour, for example,” says Gus. “The mobile app is simple to use yet can still access the high-level information like data on fuel use and driver alerts.”

Gus reiterates that there is an almost endless amount of data that can be extracted, and that the entire system has been developed in-house by Hino with no third-party add-ons.

“We’ve worked with the Hino team in Melbourne who directed the project and the engineers in Japan to develop the system and we’re getting good accurate data which is ultimately a value-added addition for our customers,” says Gus. As I reflect on this information, it strikes me that the Hino Connect system appears to be much like the Hino trucks themselves: Highly reliable and functional without being unnecessarily complicated to use.

THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

In addition to the Hino Connect web portal, the mobile app is a useful tool for drivers and operators to access the most salient information while on the road or otherwise away from access to the webportal.

“The great thing about this system is that we’ve managed to keep it as simple as possible to use for those who just want the basic information while still having some really advanced tools for

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HEAVY THE HITTER

THAT’S ANOTHER HINO

Competition in the Heavy Duty sector between Japanese truck brands has been instrumental in all of the OEMs’ making serious efforts to outdo each other as each wave of new model is planned and subsequently released. This results in the current situation where the decision of one over another can be a difﬁcult choice. The buying decision has recently become even more complicated because of the availability of the latest Hino 700 Series in which, to quote Hino Australia’s Product Strategy Manager Daniel Petrovski, “everything other than the chassis rails has been changed”.

Hino’s commitment to the Australian market is unquestioned as evidenced by the range on offer here currently standing at 178 models, with the 700 Series expanding from ten models to 19. The speciﬁcations and real world performance of this latest 700 series range show that Hino is now as serious about the heavy duty end of the market as it has previously been in its more traditional light and medium duty sectors where it has earned solid sales successes over many years.

The 6x2 truck provided for this test is the FS2632 model, ﬁtted with a curtainsider body typical of trucks suited to short haul and metropolitan distribution applications. The Hino is loaded to a gross weight of 18.5 tonnes, well short of its 26 tonne GVM,

THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

but certainly enough to provide an indication of the 700’s performance with a realistic average load aboard. The 6x2 configuration is becoming increasingly popular as operators seek to maximise payload while still reducing initial and operational costs. The standard fitment of polished Alcoa wheels across the entire 700 Series adds to both payload and visual appeal. The front axle rides on taper leaf springs while at the rear Hendrickson’s road friendly certified HAS airbag suspension provides a smooth and stable ride. A sixrod mechanical rear suspension is also available as an option on this model. The test route incorporates a variety of roads and conditions ranging from the NSW Central Coast to the Illawarra area including the challenging Mount Ousley, and back up into the Southern Highlands with everything in between including braving the Sydney traffic. There are three cab heights available across the new Hino 700 Series and all meet the current ECE R29 cab strength standard and are air suspended on all corners to insulate the occupants from the road. The interior of the cabs have a Tardis effect due mostly to the additional 40mm of headroom achieved by locating the hood lining closer to the cab’s roof structure. The test truck’s cab has three bar chrome grille elements which indicate it is powered by the 9.0-litre engine (13.0-litre models have a similar

designed four bar grille.)

The new Euro 6 A09C long stroke engine is a variant of 9.0-litre engine available in the Hino 500 Series Wide Cab and also shares some heritage with the all-conquering Hino Dakar Rally racing trucks. There are two power

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The all new Hino 700 Series shows Hino is serious about its Heavy Duty aspirations as the truckmaker forges ahead with its latest market leading technology.

Prime Mover March, 2022

Hino 700 FS2632.

ratings of 320hp and 360hp available in the 9.0-litre powered 700s depending upon the model and wheelbase. The 320hp engine has exceptionally ﬂat power and torque curves and delivers maximum torque of 1,275 Nm between 1,100 and 1,600 rpm. It is backed by an Allison 3200 torque convertor transmission which has over drive ratios on the top two of its six-speeds. The rear axle ratio of 5.25:1 combines well with the intuitive Allison to provide a good balance of lively acceleration, hill conquering torque and all the while delivering good fuel economy. According to the HinoConnect telematics, over the test distance of 248 kilometres the Hino returned an average of 1.95 km/lt, with a high of 2.6km/lt across a 51 kilometre section of mostly freeway driving. The engine meets Euro 6 emission standards through the combination of Diesel Oxidation Catalyst, a Diesel Particulate Filter and Selective Catalytic

Reduction using AdBlue fluid. The emission system has been tweaked to the tune of using up to two per cent less AdBlue fluid then previous models which may not seem much, but in this current world of AdBlue shortages every little bit helps. The complex yet efficient exhaust system provides the added benefit of significantly reducing the engine’s noise.

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THAT’S ANOTHER HINO

The new Hino 700 range now features an Electronic Braking System (EBS) combined with the Hino Taper Roller brake system, which enhances braking performance and reduces maintenance requirements. Hino has moved from S-cam braking to the taper roller design to reduce tare weight, decrease compressed air requirements, and deliver a smoother brake feel for the driver. The reduced maintenance is due to less moving parts. The braking performance is signiﬁcantly boosted by the engine’s Jacobs Brake which

provides perfect speed control on declines such as Mount Ousley. The effects of the blended braking system is as good as anything from Europe. Hino’s approach to safety is further showcased by the integration of its SmartSafe system which has Vehicle Stability Control (VSC) as its cornerstone and now includes a Pre-Collision System (PCS) with Autonomous Emergency Braking (AEB), Pedestrian Detection (PD), Adaptive Cruise Control (ACC), Lane Departure Warning System (LDWS), Reverse Camera and a suite of other standard safety features including a driver’s airbag and a pre-tensioning seatbelt integrated into the ISRI seat. The driver’s seat has signiﬁcantly increased aft travel compared with previous 700 Series and in combination with the multi adjustable steering column, should accommodate any driver’s physique. The LDWS incorporates a ‘weaving’ warning

XAVIER_HINO38840

conﬁdence achieved from being aware the VSC can help prevent the truck from rolling over when entering or exiting a corner too fast. VSC is also able to enhance vehicle stability on slippery surfaces by autonomously reducing engine power and applying the brakes to individual wheels, helping to keep the truck on the driver’s intended path in almost all conditions.

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THAT’S ANOTHER HINO

if it detects the truck is excessively moving within its lane and signals the driver even prior to the wheels crossing a painted line. There is a degree of additional

A Driver Monitor system has been added into the Hino SmartSafe package which includes a camera mounted unobtrusively on the A pillar which constantly monitors the driver’s attention to the driving task by using key metrics such as driving posture, face orientation, and eyelid status. The system provides a visual and audible alert if it detects recognised signs of drowsiness or a lack of attention from the driver. Driver performance is monitored and reported via the HinoConnect telematics system and is also displayed on the 7-inch LCD screen located in the dash bezel in front of the driver. The colour display changes

subtly from blue to green according to the level of fuel-efﬁcient driving and includes driver reminders about such matters as excess idle times or unnecessarily harsh acceleration. Assess to the cab is via a safe set of staggered and illuminated steps and well positioned grab handles. The ergonomics stylists have provided a functional yet very comfortable driver focused interior which features a wraparound dash which delivers a ‘cockpit’ feel with all controls and logically arranged switches easily accessed without having to stretch to reach any of them. Our test takes place on a summer day and the automatic climate control is a refreshing addition with its “set and forget” function. Australia is an important market for Hino and ranks fourth or ﬁfth globally in terms of annual unit volumes. Similar to its parent Toyota, Hino is turning its vision to the middle of this century. It’s worth noting, that a hybrid version of the 700 is already available for sale in Japan.

THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

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The engine system uses up to 2 per cent less AdBlue ﬂuid than previous models. Staggered, illuminated steps make access to the cab safe and easy.

Hino launches 700 telematics system

HINO AUSTRALIA has revealed its in-house telematics system, Hino-

Hino launches 700 telematics system

current fuel usage of individual trucks, and use the forecasting tool to estimate future fuel costs,” Belanszky says.

HINO AUSTRALIA has revealed its in-house telematics system, HinoConnect, for its heavy-duty 700 Series customers.

Live GPS tracking and detailed trip reports allow fleets to update customers with accurate delivery times while also identifying inefficient routes.

The offering, included as standard, is underpinned by real-time performance data tracking, remote diagnosis of vehicle faults 24/7 and dedicated HinoConnect specialist support.

For increased fleet security, tools such as ‘movement without ignition’ alerts while geo-fencing ensures operators will be notified if a vehicle leaves a designated area.

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current fuel usage of individual trucks, and use the forecasting tool to estimate future fuel costs,” Belanszky says.

Live GPS tracking and detailed trip reports allow fleets to update customers with accurate delivery times while also identifying inefficient routes.

‘‘More than just a mapping or tracking tool, Hino-Connect delivers 700 Series customers real-time insights into the operation of their fleets,” Hino Australia customer support Gus Belanszky says.

“In an Australian-first, Hino-Connect will allow direct communications with drivers through the intelligent Multimedia unit.

“This is the next iteration of the intelligent Multimedia unit that is standard on all Hino trucks – while Hino-Connect is currently only available on all-new 700 Series, this is an exciting indication of what the future holds for Hino customers.”

Using real-time data and insights, Hino-Connect is said to automatically analyse the cause and effect of driver performance, safety and vehicle utilisation using simple dashboards in the portal.

Hino-Connect also claims to gather live vehicle performance data to provide full operational visibility to business managers including brake count, gear change numbers and even the amount of times a vehicle is operating within its optimum RPM band.

Hino-Connect uses Driver Score Reporting to monitor key indicators like harsh braking or acceleration, over revving or speeding to identify poor performance that can then be addressed through coaching to enhance driving techniques.

Automated email notifications provide full visibility of the Active Safety System with Pre-Collision System alerts to provide another level of safety.

Hino-Connect also proactively monitors maintenance reminders so customers can schedule ahead and minimise downtime.

Available as standard fitment on the all-new Hino 700 Series, Hino-Connect is an Australian-built and designed system that communicates directly with the driver via the truck’s Multimedia unit, and delivers comprehensive levels of data to business managers through an online portal and app.

‘‘More than just a mapping or tracking tool, Hino-Connect delivers 700 Series customers real-time insights into the operation of their fleets,” Hino Australia general manager – service and customer support Gus Belanszky says.

In the unlikely event of a severe vehicle fault, an alert and remedy is delivered straight to the driver through the multimedia unit, and to the customer and Hino-Connect specialist via email.

Another feature of Hino-Connect is the case management and the support provided by Hino-Connect specialists, who liaise between the customer, driver and dealer to track and oversee the progress of the repair or maintenance to get the truck back on the road quickly.

“In an Australian-first, Hino-Connect will allow direct communications with drivers through the intelligent Multimedia unit.

For increased fleet security, tools such as ‘movement without ignition’ alerts while geo-fencing ensures operators will be notified if a vehicle leaves a designated area.

Automated email notifications provide full visibility of the Active Safety System with Pre-Collision System alerts to provide another level of safety.

Hino-Connect also proactively monitors maintenance reminders so customers can schedule ahead and minimise downtime.

In the unlikely event of a severe vehicle fault, an alert and remedy is delivered straight to the driver through the multimedia unit, and to the customer and Hino-Connect specialist via email.

“The dedicated support provided by our Hino-Connect Specialists extends our Hino Advantage commitment to our customers and further enhances our in-house Customer Support Centre,” Belanszky says.

Using real-time data and insights, Hino-Connect is said to automatically analyse the cause and effect of driver performance, safety and vehicle utilisation using simple dashboards in the portal.

“The dedicated support provided by our Hino-Connect Specialists extends our Hino Advantage commitment to our customers and further enhances our in-house Customer Support Centre,” Belanszky says.

The 700 Series is supported by Hino Advantage, a suite of business solutions that are designed to reduce costs over the life of the vehicle.

Hino Advantage includes Hino SmartSafe, capped price servicing, Hino Genuine Parts, 24/7 Hino roadside assist, and finance options.

The 700 Series is supported by Hino Advantage, a suite of business solutions that are designed to reduce costs over the life of the vehicle.

Hino Advantage includes Hino SmartSafe, capped price servicing, Hino Genuine Parts, 24/7 Hino roadside assist, and finance options.

THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

“Business managers can also track

The 2021 Hino 700 Series comes with five years of complimentary remote diagnostics and Hino-Connect Specialist support including vehicle engine control monitoring; severe fault alerts; and case management of fault rectification, Hino notes.

“Business managers can also track

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SMART TRUCKS, FOR SMART TRUCKING

In recent years Hino Australia has been upgrading its truck range and that renewal now includes HinoConnect, which is becoming ever more sophisticated. This is another aspect of the process of convergence in electronic architecture, which the trucking industry has been undergoing in recent times.

700 Series. The Hino-Connect is an Australian-built and designed system that communicates directly with the driver via the truck’s Multimedia unit, and delivers comprehensive levels of data to business managers through an online portal and app.

currently only available on all-new 700 Series, this is an exciting indication of what the future holds for Hino customers.”

BUSINESS INTELLIGENCE IN REAL-TIME

The latest version of Hino-Connect, was released this year as part of the 700 Series package. This new iteration offers customers the next generation of business telematics with real-time performance data tracking, remote diagnosis of vehicle faults 24/7 and dedicated Hino-Connect specialist support.

‘’More than just a mapping or tracking tool, Hino-Connect delivers 700 Series customers real-time insights into the operation of their fleets,” says Gus Belanszky, General Manager, Service and Customer Support for Hino Australia. “In an Australian-first, Hino-Connect will allow direct communications with drivers through the intelligent multimedia unit.

Using real-time data and insights, HinoConnect will automatically analyse the cause and effect of driver performance, safety and vehicle utilisation using simple dashboards in the portal.

THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

This new system will be available as standard fitment on the all-new Hino

“This is the next iteration of the intelligent Multimedia unit that is standard on all Hino trucks, while Hino-Connect is

Hino-Connect also gathers live vehicle performance data to provide full operational visibility to business managers including brake count, gear change numbers and even the amount of times a vehicle is operating within its optimum rpm band.

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At the same time as telematics systems are getting smarter, so are individual components on a truck, but the truck systems are now becoming powerful enough to stand on their own as a trucking operator’s telematics system.

Torque December,

Power

2021

“Business managers can also track current fuel usage of individual trucks, and use the forecasting tool to estimate future fuel costs,” says Gus.

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Live GPS tracking and detailed trip reports allow fleets to update their customers with accurate delivery times while also identifying inefficient routes.

THAT’S ANOTHER HINO

For increased fleet security, there are useful tools such as ‘movement without ignition’ alerts while geo-fencing ensures operators will be notified if a vehicle leaves a designated area. Automated email notifications provide full visibility of the Active Safety System with Pre-Collision System alerts to provide another level of fleet safety.

Hino-Connect monitors data from the PCS, the pre-crash emergency alert, and looks at its activation. When it reaches the last resort emergency activation, that event will be flagged back at base on the operator’s portal into Hino-Connect, as part of the driver’s score card.

Hino-Connect also proactively monitors maintenance reminders so customers can schedule ahead and minimise downtime.

Depending on the way the system rolls out in the Hino 700, Hino will examine the feasibility of making the system standard in the smaller 500 and 300 Series models. The new unit represents a step-change in the technology available.

MORE DATA, MEANS MORE FUNCTIONALITY

“This time around we were able to work very closely with the Japanese engineers,” says Gus. “Previously, there had been a bit of back engineering and trying to read the signals on the truck, but this time we were able to get direct access and know how to read the data out of the vehicle.

a call to action, to contact our roadside assistance team.”

The messages will only be used if the fault is one which will lead to the system derating the truck.

The operator can set up geo-fencing via the portal to get an alert when a vehicle enters or leaves a particular location. There is also an asset trail available where the operator can see where all of their assets went on the previous day. This can aid them in future route planning and load allocation, avoiding replication of locations.

customer’s existing business systems.”

There are two parts to the hardware in the truck. There is the multimedia unit which has been fitted in Hinos in recent years. Then there is the Hino-Connect unit pulling down the data and interpreting it for the driver and the operator. The whole system has been developed for Hino in Australia, giving the company flexibility and the ability to customise as and when needed.

This hardware has the capacity to handle later iterations of the system and will be able to adapt over time to new requirements from truck buyers. HinoConnect can be updated over-the-air as time goes on, enabling updates and improvements to develop over the life of the vehicle.

The release of the Hino-Connect system is an illustration of the continuing convergence of systems from the point of view of the truck manufacturers towards those historically offered by third party manufacturers and retrofitted into vehicles. Both have been isolated stand-alone systems, and completely self sufficient and pulling data down from cameras, sensors and the CANbus on the truck.

“One of the really big features is the ability to read the fault codes, how to get fuel consumption data, we get all of the information directly out of the ECU. It also means we can send messages to the driver. in the past there was just a fault on the dash, but now the telematics will look at what the fault is, determine whether its severe, and if it is, a message will pop up to tell the driver the fault is severe and give them

There is an analytics section of the operator’s portal which Hino is working on opening up further, when it gets feedback from the market, about what information operators need to have on display following this first release.

THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

There will also be developments in the way the data can be fed back to the operator and integrated with their existing management systems.

“We do offer an API (application programming interface) feed out of HinoConnect,” says Gus. “It does need some customisation to integrate the data with the

Now the new systems being built are becoming more able to communicate with other systems. This means there is no need for two or three sets of computing power to be in a truck, one from the manufacturer, one from a third party. Now we can look forward to a time when any component, whether in be an onboard mass monitor, the EBS, or a camera watching the driver, will all be able to communicate via one core unit.

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CONVERGENCE

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“MORE THAN JUST A MAPPING OR TRACKING TOOL, HINO-CONNECT DELIVERS 700 SERIES CUSTOMERS REALTIME INSIGHTS INTO THE OPERATION OF ��

Prime Mover

February, 2022

CNC Cartage grows thanks to the versatility of its ﬂeet of crane trucks and the expertise of its people

THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

HIGH HERO

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Two Australian industries which have defied the constrictive effects of the pandemic have been the supply of new trucks, and the construction industry. CNC Cartage Solutions’ Chad and Chelsea Brown have been riding the wave of both as the demand for the services of their crane trucks has driven their requirements for additional vehicles. In the late ‘90s Chad was only 20 years of age and delivering timber to a wholesaler’s customers using flat top trucks when he realised there was a gap in the market which could be better filled with deliveries using crane trucks.

“A lot of people were asking me to deliver components to building sites for them. I remember the ﬁrst customer who said ‘if you get a crane truck we’ll use you’,” says Chad. “We took the plunge and we still do work for that same customer today. A lot of our early customers are still with us and we’ve grown together.”

From those humble beginnings the CNC ﬂeet has evolved to 40 company owned vehicles with more currently on order, plus almost 30 full time dedicated sub-contractors in company livery. The equipment also includes 12 semitrailers. As a family company its growth, according to Chad, has been partly determined by its inability to say no. “The biggest thing is making sure the customer is happy and they don’t need to rely upon anyone else,” he says. Chad readily admits he has never been much of a salesperson. Until recently he didn’t even have a need for one, having managed to achieve company growth by providing a good service and maintaining good relationships with the customers.

“Keith Poppleton joined us in 2020 in the dual role of sales and compliance. Keith enjoys making sure we are compliant and he’s our WH&S ofﬁcer and works closely with the authorities and any outside companies we use in the areas of health and safety,”

Chad says.

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Social media assists the dual purposes of expanding both the client base and the recruitment process.

“The whole idea of being on Facebook is to have a presence so people know who we are, and we also get a lot of guys coming to us looking for work,” Chad explains.

Rather than being a self-promoter, Chad considers his own expertise is in the area of operating the trucks and the business around them and he has assembled a group of key people and trusted suppliers. Chad considers Russell Walls, who is in charge of the daily logistical side of operations, his right-hand man.

“Over the past ten years Russell has helped expand the business,” he says.

“Russell and I worked together at the very ﬁrst company where I started with ﬂat tops 20 years ago. It was a big step for us to bring someone in from outside yet we’ve consistently grown since then.

Jo Booth joined us about seven years ago and manages all of the ofﬁce staff

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Sci-Fleet supplies the CNC Cartage Solutions trucks.

THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

and HR compliance and she has made a great contribution to easing the running of the business.”

A large proportion of the clients are retailers such as the big hardware chains, manufacturing companies, and anyone who needs to get something delivered to a building site. Frequently CNC Cartage

is able to save clients double handling by picking items up from a wholesaler and delivering it direct. The nature of the clients’ businesses dictates that most of the job allocations for the CNC Cartage trucks is decided late in the afternoon of the previous day. Some trucks are assigned permanently to speciﬁc

clients and Chad sees CNC Cartage’s ﬂexibility as an important factor in the service offering.

The new Hino 700 Series rewrites the rules in safety, emissions and connectivity. It’s our safest truck ever, with an

“If a customer needs six trucks for the day then we’ll give them six, if they need two trucks the next day then we give him two,” Chad says.

Corporate identity is important

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FLEET FOCUS 34 february 2022

Chad Brown has given several vehicles spectacular vinyl wraps.

and traditionally the CNC ﬂeet has featured its red, grey and blue logo on its company trucks. Arising out of supporting community activities such as local football clubs, Chad made the decision to progress to some stand-out vinyl wraps to give a few of the trucks their own identities.

“We often loan trucks to be used as stages for community events,” he says. “So why not do a superhero wrap that kids are going to love?”

which supplies the HMF cranes and Tim Hill from Crane Tech Industrial, who performs the installations and manages the crane service and repair as well.

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ﬁnd someone who is suitable for what we do, and then we tend to keep them.”

“Servicing is a big thing with the cranes. We get it done at six monthly intervals but they also have an annual inspection. I’m big on compliance and making sure we’re doing everything right. About ﬁve years ago the authorities had a big push targeting crane trucks and it was one of the better things that happened because the industry needed a good shake up. We came out of it fairly well and our

THAT’S ANOTHER HINO

An unintended consequence of the wraps is the additional level of care the trucks receive from their operators and scratches and dents from incidents such as brushing past trees have become non-existent. The drivers also have some input into the design being applied to the truck they drive. Recently a number of newly delivered Hino’s have been illustrated with ﬂames on a black background.

“You’d be surprised at how well it has worked out,” says Chad. “Our trucks are noticeable on the road, and are commonly referred to by their character name. The drivers look after them and some customers even have a favourite truck.”

The building industry in general can be a challenge as sites become smaller and every boundary is being pushed to the extreme. A full semi load of 12-metre-long ﬂoor joists may have to be unloaded onto a site which itself is only 12-metres wide which requires, in turn, a high skill level from the driver/ operator. During 2021 CNC relocated into its new premises at Narangba from which the trucks can service the Greater Brisbane area as well as the Gold and

customers know they can rely upon us to make sure we’ve got everything right including gear such as the correct slings. They’d rather pay us a few more dollars an hour and get it done right than use someone cheaper.”

To further enhance safety the trucks are equipped with 360 degree camera systems supplied by Petr Stajnc at Active Fleet. As with many Australian transport businesses, stafﬁng has been a challenge in meeting the demands of growth.

Sunshine Coasts. Chad credits his wife Chelsea with much of the success of CNC Cartage.

“Chelsea works harder than me in the business. I might get the accolades and recognition about the good stuff we’re doing, but without her we wouldn’t be where we are,” he says. “She needs just as much rap as I do in putting everything together.”

Their son Jack joined the business last year.

THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

CNC’s fleet is predominantly from Hino, with Sci-Fleet being the supplying dealer for the past 20 years. In the past, temporary shortages of certain models and the unavailability of some particular specifications has seen Chad try other brands but the expansion of the Hino range over recent years has meant he hasn’t had to look elsewhere when it’s time to order new trucks. On this front Will Gaulton at Sci-Fleet ensures Chad will have new trucks when he needs them. CNC’s business model involves keeping a truck for between five and seven years and then on-selling it to a sub-contractor as the business expands. Chad has had some Hino trucks which were still performing well after more than 1.5 million kilometres. Vehicle down time is minimised through the use of night-time servicing. Every combination is equipped with a HMF crane and Chad values his relationship with Grant Sweeting from West-Trans

“It doesn’t matter how many trucks we’ve got. They have to be out on the road so we look after our staff and make a real effort to retain them,” says Chad.

“We provide lots of training to make sure they are suitable for the needs of the job and to put a new driver on we may go through three or four others to

“I want to provide a service for our customers and if that means we need to work a little bit harder in the background and make sure that happens, then so be it,” says Chad.

“If we are doing the best we can there is no need for our customers to go elsewhere.”

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The trucks are equipped with 360 degree camera systems.

Prime Mover March, 2022

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M A PRACTICAL

THAT’S ANOTHER HINO

speciﬁcally designed and engineered for the collection and disposal of various liquids and debris, vac trucks as they are commonly known, have been instrumental in changing the way many excavation projects such as trenching and under road boring are being performed across Australia. The operations involve high pressure water jets being used to loosen the soil on

the targeted surface, while a powerful vacuum boom sucks up all the mud, debris, liquids, slurry or sludge back into a truck mounted ‘spoil’ tank which can have a capacity of up to 10,000 litres. The liquid is then transported to a suitable location for disposal in an environmentally correct manner. There is an increasing demand for equipment with the capabilities to perform minimally invasive hydro-

excavation work and to remove the resultant spoil and sludge, while still remaining straightforward to operate and maintain.

“These days for anyone who is doing hydro-excavation work, they essentially can’t dig unless they have a vac truck,” says VTI Managing Director Matt Clough. “Australia has a complex network of underground assets such as gas, water, telecommunications,

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You

FOCUS

Matt Clough with a new Hino 700. Vac Truck Industries is a leading Australian manufacturer of versatile hydro-vacuum excavation and high pressure jetter trucks.

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electrical and stormwater systems just waiting to be struck at any given moment when excavating by traditional methods. Because of the signiﬁcant liabilities companies can’t afford to take out any services, or worse, risk worker injury or death.”

Located at Arundel on the Queensland Gold Coast, Vac Truck Industries (VTI) is emerging as Australia’s leading OEM manufacturer in its sector, providing complete vacuum truck solutions to a broad number of sectors including the construction, civil, electrical, infrastructure, mining, drilling, and oil and gas industries in Australia. Over just a few years VTI has grown to become a major national supplier across these various sectors. Key to VTI’s success has been focus and investment in development of evolving technology to produce Australian designed, engineered and manufactured hydro-excavation vacuum trucks, high pressure hydro drain cleaning systems and liquid waste collection systems.

quality Australian-made and supported products and the Directors Matt Clough, Ned Popovic and James Hennessy, can draw upon more than 50 years of combined industry experience.

Since its beginning, VTI has expanded and diversified its offerings significantly, with various packages and specifications designed to meet the changing demands of their clients’ industries. The equipment covers a range of volume sizes and power capabilities as well as various sizes of tanks for fresh water and spoil.

THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

VTI was established four years ago with the intent to provide the local market with readily available, high-

“We based our manufacturing processes around Australian assets with a priority of keeping jobs in Australia,” says Matt. “Our focus is to build trucks which suit the challenges of Australian conditions, and at the same time make a conscious effort to keep their operation simple. With no disrespect to vac truck operators, it’s vital to keep them userfriendly by being simple to use and simple to maintain.”

The level of simplicity is evident with

equipment such as the pumps and blowers ﬁtted to VTI trucks being hydraulically driven by the trucks’ engines via the power take off (PTO) connection, obviating the need for an auxiliary engine. The result is a less complicated truck with a lower tare weight and lower noise levels when operating, which is important for residential or night works. Using the truck’s engine to power the equipment also has the beneﬁt of reducing emissions to the Euro 6 standards met by the current model trucks used as the platforms for the hydro and vacuum equipment. Those same exhaust emission standards may not be

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Matt tilts the telescopic arms of the tank via remote control.

necessarily met by an auxiliary engine. Practical, well-researched design and quality manufacturing are just the ﬁrst steps of the journey VTI maps out for its customers.

“We pride ourselves on the aftersales service and support we provide. It’s all well and good selling something, but it’s also important how you manage it after the initial sale and how you support your customer. Frequently when people buy one of our trucks, they’ll be back to buy another one and we ﬁnd we do a lot of repeat business.”

Operating in a market which is considerably specialised, yet highly

THAT’S ANOTHER HINO

competitive, the VTI business has grown rapidly from its beginnings.

“It took us nine months to put our ﬁrst unit out due to the amount of research and development necessary to achieve the end results we insisted upon, and since then we’ve delivered nearly 100 trucks,” says Matt.

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Initiated prior to VTI’s manufacturing operation, Vac Truck Rentals Australia continues as an important factor in VTI’s overall offering and currently has ten trucks of differing sizes and capacities available. The hire operation also provides the opportunity for potential buyers to experience the beneﬁts of the

locally made units before committing to purchase their own. The hire option also allows potential customers to remain agile in their markets and improve their operational productivity in reaction to ﬂuctuating industry demand and prices. After importing some equipment from the USA, Matt, Ned and James soon became convinced they could manufacture superior equipment locally and build trucks which were better suited to Australian conditions and were compliant with the relevant Australian Standard AS1210 in the construction of the pressure vessel components which are vital to the successful operation of

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this type of vehicle.

The performance and efﬁciency aspects of VTI vacuum trucks are much more than just details of velocity, airspeed, and suction speciﬁcations, as innovations such as remote controls along with outstanding reliability are crucial factors as well. The result for VTI’s clients are robust, without having overly complicated pieces of Australian engineering which are adequately backed by spare parts and service expertise.

“The one comment that is frequently made is our trucks are really easy to use,” says Matt. “Our truck design is

simple compared to others that have so many different things on them you have to be a rocket scientist to operate them. Consequently, we can give an operator a ten-minute rundown over the phone and they can immediately begin operating efﬁciently and safely.”

VTI hasn’t allowed COVID to affect the company’s export aspirations.

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“We recently sent a truck to New Zealand and obviously couldn’t get over there to do the familiarisation for it, so we did it over the phone,” recalls Matt. “They know how to operate it because it’s very simple and that simplicity is deﬁnitely a key point of

THAT’S ANOTHER HINO

difference between our trucks and those of our competitors.”

VTI delivers trucks which can go straight to their ﬁrst job with the pre-delivery preparation extending to include the safety items necessary for operational and worksite compliance.

The cab-chassis which are the basis for VTI’s vehicles are not restricted to one brand, although Hino has been becoming more dominant in recent years. VTI acquires all Hino trucks through Sci-Fleet dealerships which strengthens the ability to offer a complete package to a customer at a competitive price with the advantage of a single invoice and ﬁnance application.

“Hino are easy trucks for us to build on,” says Matt. “The Allison transmission is our preferred option but we can work with other drivelines as well. I reckon the new 8X4 Hino 700 is a bit of a game-changer for Hino because the cabin is very European and people like that European look. We’ve got a couple more on order already.”

Vac Truck Industries has attained a unique position in the Australian market and provides equipment and services to some of the largest and most respected companies including BHP and Rio Tinto. An extensive supplier network of trusted industry brands is backed by a highly-skilled and industrytrained team of technical specialists which can provide full service delivery to its customers.

THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

Vac Truck Industries’ reputation has been deservedly built on its delivery of reliable, efﬁcient and safe vacuum trucking solutions, which universally prove to maximise clients’ return on investment due to the integration of high quality components, including the cab chassis bases from leading manufacturers such as Hino.

Moving forward, the company is not standing still and remains at the forefront of industry development by working closely with customers to best understand their needs and to provide them with competitive advantages into the future.

Hino 700 8x4.

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October, 2021

THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

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operation of their ﬂeets,” says Gus. “In an Australian-ﬁrst, Hino-Connect will allow direct communications with drivers through the multimedia Audio Visual and Navigation unit (AVN).”

Telematics have become more important than ever in recent years as the growth in driver ‘hot seating’ and changeovers had led to less frequent direct contact between the drivers and ﬂeet managers.

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It’s impressive that the Hino-Connect system and accompanying software has been 100 per cent developed in Australia.

maybe the driver is able to clear it and keeps driving and finishes their trip, then takes the truck to the dealer the next day. Our Hino-Connect Specialists at our Customer Support Centre will work with the dealer and support them in the repair,” Gus explains. “Not that we necessarily need to get involved and help fix it but we can keep track of the repair and be the point of contact if the customer or the fleet manager wants to know the status of how their vehicle is going.”

diagnostics, but we also understand that some customers have a long-standing relationship where they are going to want to stick with their current telematics portal and management system.”

THAT’S ANOTHER HINO

Hino partnered with Melbourne-based Directed Electronics and, with the support of an array of usable information provided by Hino in Japan, has been able to access data from the vehicles at a higher level than any non-genuine telematics provider is capable of.

“We’re doing things like reading fuel consumption direct from the Engine Control Unit so we’re not doing calculations, we’re actually getting the correct and accurate data,” says Gus. He is delighted the new system is able to provide not just a high level of business intelligence through its analytical power, it is also able to deliver remote diagnostics by having the provision to read vehicle diagnostic error codes.

“Any time the vehicle has a fault it is recorded and reported,” Gus says. “If a vehicle has a severe fault, which is generally considered something that will de-rate the vehicle and put them on side of the road or slow them down, we can send a message directly to the AVN in the truck with a call to action for the driver. That may be to call the roadside assistance via Hino’s 24/7 call centre to arrange for someone to either come to the vehicle and repair it, or have it taken to the local dealership.”

When Hino-Connect registers a fault code it will draw the data from just before that fault occurred and by using its analytics tool, Hino can examine if there is a trend and examine the fault code such as at a certain engine temperature or vehicle speed. The ﬂow of detailed data will help shape servicing and repair of the current generation of Hino trucks and will also have an inﬂuence on the future.

“From a manufacturer’s point of view obviously it’s all aggregated data that we will have especially around faults,” Gus says. “It will allow us to look at any concerns or common issues.”

Hino Australia is consulting to see if there is demand for Hino-Connect in the 500 Series and the 300 Series trucks. At this stage it’s not a standard ﬁt but will be available as an option which will suit customers who have a 700 Series and want to roll it onto their other vehicles.

Gus says the Hino-Connect system can also be conﬁgured to ﬂeets using another telematics provider.

“We can pull the data out of a truck via our telematics hardware and provide a feed to the third-party provider and give them key data such as engine rpm’s and this means they don’t have to ﬁt a second piece of telematics hardware,” he says.

Customers who buy a 2021 all-new Hino 700 Series will receive five years of complimentary remote diagnostics and Hino-Connect Specialist support including vehicle engine control monitoring; severe fault alerts; and case management of fault rectification. In addition, they will also receive 12 months of complimentary business intelligence access, which will provide in-depth operational management of their fleet including live tracking and trip analysis; fuel consumption and forecasting; vehicle performance monitoring; and maintenance support.

THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

“Before we launched Hino-Connect this was a key feature we wanted to provide to ﬂeet businesses.”

It’s a practical and realistic position Gus takes on the wider applications of the Hino-Connect program.

Gus has drawn upon his own experiences in not wanting to overload the driver with endless messaging via the AVN. All fault codes, including minor ones, are logged onto the system and forwarded to the ﬂeet manager but only the severe ones are sent to the driver. Another practical feature of Hino-Connect is the capacity for case management.

“Let’s say the vehicle has had a fault and

“Most ﬂeets are multi-brand and we do understand that,” he says. “There are a lot of beneﬁts in our Hino-Connect system and in our portal with the remote

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Gus Belanszky.

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Prime

November,

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Bigrigs.com.au

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https://bigrigs.com.au/index.php/2021/06/03/hino-launches-all-new-700-series/ https://bigrigs.com.au/index.php/2022/01/08/hino-700-series-fs-2848-a-good-all-rounder-fortech-savvy-owners/

THAT’S ANOTHER HINO

https://bigrigs.com.au/index.php/2021/12/11/safer-greener-and-packed-with-euro-style/

Fleetautonews.com.au

https://fleetautonews.com.au/new-700-series-is-the-safest-truck-from-hino/ https://fleetautonews.com.au/hino-connect-available-in-more-models-in-2022/ https://fleetautonews.com.au/talking-telematic-with-gus-belanszky-gm-service-and-customersupport-at-hino/

Fullyloaded.com.au

https://www.fullyloaded.com.au/truck-reviews/2107/hino-aims-higher-new-hino-700-series https://www.fullyloaded.com.au/product-news/2106/hino-launches-new-700-series-for-australia https://www.fullyloaded.com.au/product-news/2110/hino-launches-its-own-telematics-system https://www.fullyloaded.com.au/truck-reviews/2201/truck-and-dog-combo-shines-for-hino

Ownerdriver.com.au

https://www.ownerdriver.com.au/product-news/2106/all-new-hino-700-series-hits-the-road https://www.ownerdriver.com.au/truck-reviews/2112/hino-700-rigid-a-class-act https://www.ownerdriver.com.au/product-news/2110/hino-launches-proprietary-telematics-system https://www.ownerdriver.com.au/product-news/2108/hino-australia-launches-its-own-telematics-offering

Powertorque.com.au

THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

https://powertorque.com.au/inside-the-next-generation-heavy-duty-hino-prime-mover/ https://powertorque.com.au/offering-from-hino-bang-up-to-date/ https://powertorque.com.au/taking-the-heavy-japanese-truck-segment-to-a-new-level/ https://powertorque.com.au/real-time-insights-into-the-operation-of-fleets/ https://powertorque.com.au/first-time-in-a-twin-steer-hino/ https://powertorque.com.au/smart-trucks-for-smart-trucking/

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Primemovermag.com.au

https://www.primemovermag.com.au/unpacking-the-high-spec-hino/ https://www.primemovermag.com.au/doctor-of-diagnostics/ https://www.primemovermag.com.au/hino-connect-rolled-out-for-500-series-customers/ https://www.primemovermag.com.au/new-hino-features-australian-developed-telematics/ https://www.primemovermag.com.au/the-heavy-hitter/

Thewest.com.au

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https://thewest.com.au/lifestyle/motoring/new-hino-700-series-has-onus-on-safety-on-safetyng-b881892706z

Truckandbus.net.au

THAT’S ANOTHER HINO

https://www.truckandbus.net.au/700-set-to-open-new-opportunities-for-hino/

https://www.truckandbus.net.au/hino-launches-next-gen-telematics-with-new-700-series/ https://www.truckandbus.net.au/hino-connects-with-roll-out-of-telematics-package-and-saysit-wont-rush-a-500-horse-heavyweight/

Trucksales.com.au

https://www.trucksales.com.au/editorial/details/hino-teases-700-series-interior-130059/

https://www.trucksales.com.au/editorial/details/why-700-series-is-the-safest-hino-ever-130438/

https://www.trucksales.com.au/editorial/details/major-expansion-for-new-hino-700-seriesrange-130315/

https://www.trucksales.com.au/editorial/details/hino-launches-new-700-series-130299/

https://www.trucksales.com.au/editorial/details/hino-connect-to-be-standard-in-500-series-132501/

https://www.trucksales.com.au/editorial/details/hino-700-series-fs-2848-truck-and-dog-review-134425/

https://www.trucksales.com.au/editorial/details/trucksales-awards-2022-the-shortlist-133544/

https://www.trucksales.com.au/editorial/details/hino-700-series-fs-2848-review-133313/

https://www.trucksales.com.au/editorial/details/hino-nine-litre-fr2632-distribution-6x2-review-132782/

Truckinwithkermie.com

https://www.truckinwithkermie.com/blog/connecting-with-the-brain

THE ALL-NEW 700 SERIES, BUILT FOR THE FUTURE.

https://www.truckinwithkermie.com/blog/its-prime-mover-time

Truckworld.com.au

https://www.truckworld.com.au/news/hino/hino_says_all_minus_new_2021_700_is_ the_%e2%80%9csafest_hino_truck_ever%e2%80%9d/6328/

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hino.com.au

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