22 minute read
Fuso Takes Charge
FUSO Takes
Charge
There’s an electric revolution sweeping the automotive world and, in the light truck league, Daimler’s exciting Fuso eCanter sits at the top of the tree. The electric lightweight is now officially part of Fuso’s local line-up but don’t go thinking diesel developments aren’t also on the agenda. On the contrary, we now have first details of a bold initiative to turn Fuso’s Shogun into the most potent Japanese heavyweight on the market
Words | Steve Brooks
aimler Trucks Australia chief Daniel Whitehead is an affable, agreeable bloke. Most of the time. However, there are D other times when, with his competitive instincts suitably stoked or umbrage taken at something or someone considered less than adequate, an abrupt and somewhat stern countenance can quickly surface. Admittedly, those latter times are rare – at least in the public gaze – but such a transformation was briefly, and perhaps justifiably, evident at the recent media launch of Fuso’s electric eCanter at Daimler’s Mulgrave (Vic) headquarters. “The eCanter,” he said earnestly at the start of the presentation, “is a full production electric truck.” Then, with an instant change of tone and an intent most assuredly planned to hit a carefully targeted mark, it was a dour Whitehead who gruffly added: “Ours is a complete truck. It is not a Frankenstein addition to an existing truck.” Thus, with a few seconds to let the barb bite and with the deliberate diatribe off his chest, a confident and entirely upbeat Whitehead returned to extolling the many virtues of both the eCanter and Daimler’s various paths to a sustainably cleaner automotive future. Significantly, he would also outline the part Daimler Trucks Australia will progressively play in facilitating the local introduction of some of the most advanced powertrain technologies the commercial vehicle world has ever seen. But why the Frankenstein jibe and more to the point, was the entrepreneurial Melbourne-based SEA Electric company the target? After all, less than a week before the eCanter launch, SEA Electric appeared to steal Fuso’s thunder when it issued a detailed press release announcing it was about to start local production of electric trucks based on the cab and chassis of Hino 500 and 300-series models, which would, the statement asserted, ‘place the brand [SEA] at the technical forefront for the industry”.
City specialist. Metro work is the obvious target for the electric Canter
Switched on. Daimler Trucks Australia chief Daniel Whitehead has pushed hard for eCanter to become part of the Fuso range
“No comment,” a blunt Whitehead answered at the end of the eCanter presentation when asked his opinion of SEA Electric’s announcement.
Likewise, it was an emphatic Whitehead who remarked: “It would be easy to do nothing but it’s what the market will need. This is a serious truck,” adding that the full gambit of standard Daimler Trucks’ safety systems –anti-lock braking system (ABS) with electronic brake force distribution and advanced emergency braking, an electronic stability program, lane departure warning, hill hold, reversing camera and driver and passenger airbags – are intrinsic features of eCanter, just as they are in its diesel-powered sibling.
Whatever or whoever was in Whitehead’s crosshairs, it was easy to appreciate his commitment and passion for the eCanter product. In the development of electric trucks, specifically at the lighter end, Fuso has been at the forefront of Daimler’s vast technological resources while on the local scene, Mulgrave’s senior management has advocated long and hard for eCanter to become part of the Australian operation. And for good reason.
During a trip to Japan in 2017, for example, in the wake of eCanter’s global launch, a small group of Australian truck writers were surprised with an opportunity to drive a loaded prototype model on Fuso’s strictly controlled Kitsuregawa test facility. It took just an hour or so to satisfy most of us that Daimler’s investment had the potential to change the world in shorthaul metro delivery work.
Two years later, with Whitehead openly keen to at least start putting light-duty electric trucks in front of carefully selected fleets, an eCanter trial unit was shipped to Australia from Japan’s specialist E-Fuso division and prominently displayed at the 2019 Brisbane Truck Show.
Almost immediately after the show, the truck started a short-term trial with Australia Post and soon after that, in the few days before the demo unit was shipped back to Japan, we had the opportunity to spend a day driving the truck around Melbourne.
As subsequently reported: “… just like the Japanese experience, driving a small truck
with no engine, no transmission other than an electric motor driving into a single-speed diff, and no noise other than the roll of rubber on the road, makes driving an entirely new experience. Early on, you’re waiting for gearshifts that never come but routine and acceptance soon set in.
All up, and suitably impressed with the model’s dynamic performance in both acceleration and deceleration, it seemed just a matter of time before the electric truck would became part of Fuso’s local ranks.
Steady start
Despite the positive feedback, a serious Whitehead says it took a good deal of negotiation and commitment to build the business case for Daimler Trucks Australia to join with counterparts in Europe, Japan and the US in adding eCanter to the model range. But now, the deal is done and, with production for Australia confirmed, a strategic path has been set to slowly, cautiously and selectively put eCanter into specific local delivery roles.
In fact, as this report was being prepared, Daimler’s local leaders were not prepared to identify eCanter’s first customer apart from logical indications it is a specialist provider of local delivery services. Even quiet questions post-press conference could not draw the customer’s name but as one insider mentioned, the high-profile customer wants to make a big thing of being first with Australia’s first electric Canter.
However, it was at least confirmed that trucks will be leased for up to six years rather than bought outright to ensure Daimler’s ability to react quickly to any issues and implement inevitable technical upgrades as they occur.
“The technology continues to move at an incredible pace,” Whitehead commented.
Even so, according to several sources, demand is already outstripping Australia’s allocated supply.
As Fuso’s press statement explains: “Given the global popularity of the eCanter, a limited number will be available for customers in Australia during the initial stages of the introduction but production availability is expected to increase in time.”
On the inside, differences between eCanter and its diesel counterpart are largely limited to a different dash and a better seat for the driver of the electric truck
Fuso’s Vision F-Cell (fuel cell) hydrogen-based prototype at the 2019 Tokyo Motor Show. Fuso states it will have hydrogen-powered vehicles in series production by 2029
Thumbs up from Scott Buchholz, federal assistant minister for road safety and freight transport. The assistant minister is a regular guest at trucking events but the federal government’s support for cleaner trucks is neither clear nor consistent
Meanwhile, future uptake obviously depends on recharging infrastructure and while local Daimler insiders concede the current situation is ‘very fragile’, fiscal and logistical partnerships between supplier and users will be vital in establishing a network of recharging installations. Equally, the availability of interchangeable – slide in, slide out – batteries has still to be clarified.
Yet, recharging infrastructure is, as Whitehead noted, all part of the evolution in electric vehicles and, critically, the local extension of Daimler Truck’s stated principle to be “the most advanced and capable CO2 neutral company in the world”. In fact, the global giant confidently states that all its new vehicles in Europe, North America and Japan will be CO2 neutral by 2039.
What’s more, eCanter is just one of 10 electric-powered Daimler trucks now in production and Whitehead confirms that Benz-badged electric trucks such as the eEconic waste collection model and an eActros are already on the Australian agenda.
So, too, is Freightliner’s eCascadia an eventual possibility for shorthaul work here. Two years ago, during a visit to Daimler Trucks North America, we were given a short, exceedingly rare, yet undeniably enticing, look at the vast extent of eCascadia development as Freightliner ramps-up plans to introduce an electric powertrain for shorthaul heavy-duty applications in the US. Accordingly, Daimler’s local leadership is paying close attention.
It is, says Whitehead, all part of a current Daimler Trucks clean transport strategy based on battery-electric systems for shorthaul roles and hydrogen technology for long distance operations, with series production of highly advanced hydrogenfuelled models slated for launch in the 2025 to 2030 timeframe.
For its part, Fuso showcased its ‘Vision F-Cell’ (fuel cell) hydrogen-based model at the 2019 Tokyo Motor Show and states it will have hydrogen-powered vehicles in series production by 2029.
Well aware of Fuso’s critical involvement in Daimler’s rapidly evolving technology is the new head of Fuso in Australia, Alex Müller. Appointed to the role of director at Fuso Truck & Bus, COVID-19 delayed his arrival from Germany for more than a year, but at the launch of eCanter he was quick to insist: “The timing is good. We are in the middle of a revolution [and] today we are making history.”
According to Fuso’s press statement, eCanter has a range of more than 100km when fully loaded, and can be recharged to
80 per cent capacity in an hour using a 50kW rapid charger or fully charged in 90 minutes.
Six liquid-cooled lithium ion batteries mounted in the eCanter frame store 82.8kW/h of electricity (with 66kW/h of usable power) and feed a permanent magnet synchronous motor. Power output is rated at 135kW and 390Nm of torque can be delivered the moment the accelerator pedal is pressed.
Built at Fuso’s Tramagal factory in Portugal, whereas diesel-powered Canters are produced at the Kawasaki plant in Japan, the eCanter cab is fundamentally the same as the standard Canter but features a unique instrument cluster which shows driving range and how much energy is being recouped through regenerative braking when the vehicle slows.
Unlike its diesel brother though, eCanter drivers sit on a quality Isri suspension seat.
And, just as it did in 2019, eCanter will be a major Fuso attraction at this year’s Brisbane Truck Show. This time though, it’s here for good. In more ways than one.
Fully loaded, eCanter has a range of 100km and top speed of 80km/h. With instant torque, acceleration is extraordinary
Fuso eCanter 4x2 Wide Cab
Drive System Permanent synchronous electric motor Power 135kW Torque 390Nm (from standstill) Emissions Zero local emissions
Transmission Direct drive automatic Wheelbase 3,400mm Brakes Front and rear discs with regenerative braking Tare weight 3,280kg GVM 7,490kg Top speed 80km/h Range Around 100km loaded
Charging time DC (Level 3) 1 to 1.5 hours using CCS Type2 plug type and 50kW charger and AC (Level 2) 8 to 10 hours using IEC62196 7.2kW with three-phase wall connector
High voltage 365-Volt using six liquid cooled lithium-ion batteries. Total usable capacity is 66kWh, total capacity is 82.8kW/h z Low voltage 12-Volt using two 100AH-760A lead acid batteries
Safety Features Advanced Emergency Braking (AEBS), Anti-Slip Regulator (ASR), Electronic Stability Control (ESC), Lane Departure Warning System (LDWS) ABS plus Electronic Brake force Distribution (EBD), Dual SRS Airbag and ECE-R29 Compliant cab Warranty Five years or 180,000km, whichever comes first
ADR fuel use 9.4L/100km Test fuel use 10.8L/100km
Departure angle 25°
Rampover angle 21.1°
Approach angle 27°
Wading depth N/A Ground clearance 194mm (laden)
SHOGUN Muscles Up
For whatever reasons, Japanese brands have been reluctant to step into the modern world with a genuinely effective and efficient 500hp engine. Until now! Fuso has seen the light and will later this year introduce Daimler Trucks’ formidable 13-litre powertrain Words | Steve Brooks
o be blunt, it was a surprise when word starting filtering through late last year that Daimler Trucks Australia was extensively testing a 500-plus 13 litre engine in Fuso’s T flagship Shogun model. After all, Japanese makers have over many years appeared to have an historic and almost ritualistic indifference to engines of such size and output in their heavy-duty contenders. Whether that apparent indifference has been driven by European masters in the case of Fuso (Daimler) and UD (Volvo), or by a dearth of domestic demand in the case of Hino and Isuzu, is contestable. Whatever, the lack of an advanced, efficient and potently powered engine in Australia’s burgeoning 13- litre class has kept the Japanese contingent largely caponised as true heavy-duty contenders.
Take market leader Isuzu, for example. Sure, it sits consistently high on the heavyduty leader board but much of that ranking comes from three and four-axle rigids rather than prime movers, despite the fact that Isuzu’s Gigamax flagship is the only Japanese truck on the market with a 500plus rating.
It is, however, easy to understand why Isuzu’s heavyweight doesn’t attract much business. With Giga’s lumpy in-line six displacing 15.7 litres, yet producing just 512hp (382kW) and a comparatively timid 1,663lb-ft (2255Nm) of torque, it’s not much muscle for such a big heap of heavy iron.
There has, of course, been plenty of talk
and no lack of encouragement from Isuzu Australia insiders for an alternative power source for Giga. Indeed, it’s no secret a 13- litre Volvo prime mover was bought and tested here for a number of years in a bid to convince Japan of the need for a respectably efficient engine. Moreover, rumours were rife not so long ago that Cummins’ lively X12 engine was being considered for Giga but to date, nothing has come of either enterprise.
Maybe Isuzu’s acquisition of UD from Volvo will deliver a more muscular contender but given Volvo Group’s long insistence that its highly versatile 13-litre engine will definitely not be finding its way into UD’s likeable Quon, Isuzu’s local leaders would be well advised to not hold their breath in anticipation.
Then there’s the Toyota-owned Hino brand, the only Japanese truck with its own 13-litre engine and with a new 700-series heavy-duty range set to hit the Australian market later this year, there was some speculation the markedly updated lineup might actually crest the 500hp mark. However, and for whatever reasons, the word from within Hino is a definite ‘No!’
So, back to Fuso and what is almost certainly the most overdue, enterprising and potentially rewarding move by a Japanese brand in the Australian heavy-duty sector for many years.
It’s fair to ask though, will the 13 litre Fuso with its Daimler-derived powertrain be viewed by buyers as a competitively priced alternative to an equivalent Mercedes-Benz model?
“We have no fear whatsoever that the Fuso will encroach on Mercedes-Benz sales,” affirmed Daimler Trucks Australia chief, Daniel Whitehead.
Quiet for a few seconds, he resolutely added, “This will not be a cross-over model but it will obviously have the full Daimler safety package and the target isn’t necessarily other Japanese brands. It’s more the likes of DAF, Iveco and Volvo. The way I see it, it simply gives the market more choice.”
Much the same response came in quiet conversation with the head of MercedesBenz truck business in Australia, Andrew Assimo.
Extensive test program through regional Victoria covers diverse road conditions and follows several years of harsh tests here and abroad
Flashback to 2017 and secret testing of Shogun prototype with Daimler’s 13 litre engine. It took a good plan and extensive testing to get the 500-plus project approved
Continental competitors such as Volvo, DAF and Iveco are the prime targets for the flagship Fuso
Inside the Shogun test truck. Daimler family features aren’t hard to spot
Nonetheless, Daniel Whitehead didn’t deny that it took a detailed business case with the surety of a reasonable return on investment to convince Fuso’s Japanese hierarchy that the installation and thorough testing of a 13-litre Daimler powertrain in Shogun (known in Japan as the Fuso Super Great) was a good move for the Australian and New Zealand markets.
“The potential here and in New Zealand for a higher powered Fuso was obvious to us,” he commented before quickly adding, “but it took a lot of time and a lot of negotiation between Australia, Japan and Germany before it was agreed to start development and testing.
The exercise actually started in 2017 when a team of Fuso engineers flew to Australia for secret tests of a 13-litre prototype Shogun. It’s worth noting that at the time, this new generation Shogun hadn’t even been launched and was still known in Japan as simply the ‘Black Panther’ project.
With the prototype quietly shipped to Australia, the primary intent of early testing was to gauge the suitability of Daimler’s 12.8 litre OM471 engine in the Shogun chassis and ensure the truck’s cooling system was up to the job of coping with heavy weights in the heat of Central Australia.
Consequently, and with sophisticated test equipment installed, the truck was hooked to a B-double set and at a gross weight of 63 tonnes, sent on a return run from Melbourne to Adelaide and Alice Springs.
Australia, however, hasn’t been the only testing ground for the 13-litre engine under a Fuso cab. According to Daimler sources, test units have notched upwards of 500,000km in the widely differing demands of South Africa.
Following the positive results of early evaluations here and abroad, final assurances and tweaks of the 13-litre Shogun specification are being determined this year by a 50,000km test program (including
10,000km in New Zealand) covering 800km a day on routes through regional Victoria, running as a flat-top B-double grossing 61 tonnes.
Daimler Trucks Australia is currently keeping timing for the 13-litre Shogun’s launch under wraps, but our guess is for some time in the third quarter of this year.
What we are sure about is that the powertrain will largely be the same as the current Mercedes-Benz 2651 model, which sees the Euro 6 OM471 engine dispensing peak power of 375kW (510hp) at 1,600rpm and top torque of 2,500Nm (1,844lb-ft) at 1,100rpm.
Likewise, the engine will drive through the same highly intuitive 12-speed overdrive automated transmission as its Benz counterpart.
As for the rest of the spec, Daimler isn’t hiding the details: The final drive ratio is likely to be 4.22:1, tyres will be 295/80R on the steer and 11R 22.5 on the drive, mounted on a taper-leaf front suspension and airbag on the rear, while stopping power will come from drums front and rear.
With a GCM of 63 tonnes, shorthaul and regional B-double work will almost certainly be a targeted application, along with anything else befitting a modern, efficient and proven 13-litre powertrain with more than 500hp on tap.
There’s little doubt the competition will be watching closely. Some enviously!
Strength in numbers
Fuso’s contribution to Daimler Trucks Australia’s market performance is perhaps easily overlooked but in sheer numbers, it leaves its big brothers well behind
Such has been the coverage and promotion of the latest Freightliner and Mercedes-Benz models over the past few years, you could be forgiven for thinking Fuso is something of a poor cousin in the Daimler Trucks world.
But not so, and certainly not in Australia.
Fuso, in fact, sells many times more trucks in our part of the world than either of its high profile partners. Admittedly, the Japanese brand contests all three market segments – light, medium and heavy-duty – whereas Freightliner and Mercedes-Benz trucks are almost entirely dedicated to the heavy-duty class.
Even so, Fuso figures in 2020 leave no doubt of its critical importance to Daimler’s Down Under department, delivering 3,529 units for the year. Mercedes-Benz, on the other hand, continued its steady rise with a respectable 1291. Freightliner, however, notched just 257 units due in no small part to COVID-19 and stalled supply of its new Cascadia.
In total, Daimler Trucks Australia last year delivered 5077 trucks across the three market segments, and 69.5 per cent of them carried the Fuso badge – 2022 light-duty, 1074 medium-duty and 433 heavy-duty.
In the first quarter of this year, Fuso delivered 925 units, Mercedes-Benz 387 and Freightliner 90, still giving Fuso around 66 per cent of all Daimler Trucks Australia sales.
A year from now though, with its new 510hp Shogun no doubt pushing for a bigger slice of the heavy-duty market, Fuso’s overall influence could be even greater.
A confident Daimler Trucks Australia boss Daniel Whitehead agrees but predicts substantial growth from all three brands, with Mercedes-Benz continuing to record exceptionally good figures and Freightliner Cascadia now starting to gain momentum after a slow start.
On Cascadia, Whitehead says, “I couldn’t be happier with the way things are going. We now have the biggest order intake for Freightliner in the past 10 years,” he commented, citing a recent order for more than 60 heavyduty roadtrain units to high profile company Centurion Transport.
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