2018 Hino 500 Series GH 1832 6x2: Review

When you're onto a good thing – make it better. That's seems to be the philosophy behind this 2018 Hino 500 Series GH 1832 which, as you may or may not have noticed, is pictured here in a 6x2 format, instead of its usual 4x2 configuration.

Our test vehicle is in fact a prototype, and has been locally engineered to accept a 'pusher' lift axle ahead of its drive axle. The $23,000 (plus GST) modification was carried out by Melbourne-based specialist, VSE Solutions, and Hino Motor Australia says it's just one example of how Hino dealers will work with customers to tailor a truck to their specific needs.

Related reading:
2017 Hino GH 1832 Auto Wide Cab: Review
2017 Hino 300 817 4x4 Crew: Review

The truck also boasts a Bartlett towbar setup at the rear ($6500 plus GST) plus two WABCO safety systems: WABCO OnLane, a lane departure warning system ($2000 plus GST), and WABCO TailGUARD, which warns of any impending collision when the truck is reversing, and applies the service brakes autonomously if the driver doesn't heed the system's visual and audible alerts ($3000 plus GST).

The WABCO additions build on what is already one very safe truck, as least as far as typical medium-duty models go. Hino only introduced its range of 500 Series Wide Cab models in early 2017, and one of a raft of improvements was the inclusion of stability control, incorporating traction control and anti-lock braking, as it had previously rolled out on its 300 Series light-duty range.

Add in the ECE-R29-compliant cab, the driver airbag, the standard reversing camera and, on this truck, the lane departure warning and rear collision mitigation system, and it looks like the once-humble medium-duty truck is fast catching up to some its heavy-duty siblings and even, dare I say it, passenger cars in terms of safety.

But back to that lift axle, because that's the star of the show in this particular truck. In this instance, it elevates the GH 1832's standard 4x2 GVM of 15.5 tonnes (or 16.5t in Victoria with 'road friendly' suspension) to 23 tonnes (or 23.5t in Victoria with the same suspension setup).

The drive shaft simply passes through this lazy axle, which has a U-shaped connecting assembly between the wheels on each side and features airbag suspension and a pneumatic lifting system.

The clever system automatically retracts the lift axle when the vehicle is empty, with a 6t load marking the threshold where this additional lazy axle drops to lend a hand. When retracted, the modified truck's GVM drops to 12.5t in 4x2 mode.

In any case, the extra axle delivers a significant payload boost in what is virtually the same 500 Series GH 1832 Wide Cab package.

In our case the GH is an XXLong wheelbase (6350mm) fitted with a Genuine Truck Bodies 12-pallet curtain-sider, also a temporary home to our test load of some six tonnes of sand. The wheelbase remains unchanged from the regular GH 1832 XXLong 4x2, because in this modification the drive axle remains right where it is.

Because the truck remained loaded we didn't see the lift axle retract, but of course once it does you're not going to be racking up wear and tear on the four tyres fitted to the lazy axle, either through scrubbing when cornering or simply through plain mileage.

That also translates to better fuel economy and better manoeuvrability through a reduced turning circle, says Hino.

Powering the show is Hino's A09C-US engine, a nine-litre in-line six-cylinder turbo-diesel with Selective Catalytic Reduction system to meet ADR 80/03 (or Euro5) emissions standards. So there's a 59-litre AdBlue tank, just forward of its 390-litre aluminium diesel tank.

The donk purrs along at 1700rpm at 100km/h, which puts it just a little above its green 'eco' zone indicated on the tacho, which spans 1000-1500rpm. The power is fed to the drive axle via an Allison 3200 six-speed automatic transmission, which really makes guiding this sizeable rig around town pure child's play.

We left it in Standard mode for the most part and simply let the auto get on with it, but there is also a Power mode which proved useful when tackling some decent highway inclines to Melbourne's northwest. One decent gradient saw the auto dip to fourth gear and the speedo to 50km/h, but for the most part there's entirely adequate grunt to get the job done.

With our load on board we achieved an average fuel economy of 3.4 kilometres per litre, which would equate to a safe range of over 1200 kilometres from the 390-litre tank.

Comfort? These 500 Series Wide Cabs are winners. It's three steps up to the cab but the ascent is aided by good, solid grab rails, and when you reach the top you get to settle into a nice ISRI 6860/870 air suspension seat, with lumbar support and integrated safety belt.

Along with the multi-adjustable steering wheel it's no drama to find a driving position that's 'just right'…

There's no armrest on this model, sadly, but you do at least get a proper foot rest (or dead pedal) for your otherwise superfluous left foot.

The instruments are highly legible, although the rather detailed LCD central display seems a little incongruous below the blocky green digital display. In any case, both offer up a wealth of trip and vehicle status information.

While we're quibbling, then, let's add in the fact that while cabin storage is on the whole very good, with dual overhead shelves, a concealed tray on the back of the central jump seat, and a massive rest area behind the main seating, the GH could really do with some better concealed 'oddment' storage.

There's just not really anywhere that lends itself to hiding your wallet, mobile phone and keys, that's still within easy reach. And it's all too easy for a passenger to kick the floor-mounted speaker on their side of the truck, and the reversing camera screen is quite tricky to read in direct sunlight (good thing it's also got that WABCO TailGuard, then!).

Still, the fact a medium-duty truck has a multimedia screen at all is in stark contrast to trucks of only a handful of years ago, and we should all be thankful that a reversing camera is provided as standard.

The multimedia unit has a 6.1-inch colour touchscreen and it's equipped with Bluetooth connectivity and a digital radio, among other features, while it can also be optioned up with factory (and truck-specific) satellite navigation, in addition to Hino's own 'Traq' telematics system.

On the subject of options and accessories, our truck also sports Hino's factory bullbar with LED driving lights, and a dash mat.

Vision is excellent, with the two sizeable side mirrors complemented with large spot mirrors and a kerb-side mirror, while the skinny A-pillars are a big help too.

And the ride is really pretty impressive. With Hendrickson airbags at the rear, this GH 1832 had enough weight in it for the bulk of the bumps to be ironed out nicely – add in the cab's coil-spring suspension and the ISRI seat, and life's good behind the wheel.

The modifications made to this truck might not come cheap – together they total $34,500 plus GST – but depending on your freight task, you could potentially recoup the extra outlay fairly quickly given the productivity gains. Of course, it's difficult to quantify the benefits of the WABCO safety systems, but if either sees you avoid even a minor bingle, they've probably already paid for themselves, and possibly many times over.

So that's Hino's 500 Series GH 1832 Auto Air XXLong 6x2. It might be a mouthful to say, but it sure won't make a meal of getting the job done. Quite the opposite, in fact...

Engine: A09C-US
Power: 320hp (325kW) at 1800rpm
Torque: 1275Nm at 1100rpm
Transmission: Six-speed Allison 3200 automatic
Configuration: 6x2
Front Suspension: Taper leaf springs with shocks
Rear Suspension: Lazy pusher lift axle (airbag) and Hendrickson airbag drive axle
Fuel tanks: 1 x 390 litres
AdBlue: 59 litres
Brakes: Full air with ABS
Cab: Day cab with rest area
Other: WABCO TailGUARD, WABCO OnLane, Bartlett towbar with Ringfeder
Web: www.hino.com.au