2019 Fuso heavy-duty: Prototype Review

There's change in the wind at Fuso Truck & Bus Australia, where the company is poised to introduce its next-generation heavy-duty platform.

Trucksales.com.au recently drove one of three prototypes that have been embedded with a number of operators (including Australia Post) since October last year, taking a 6x4 prime mover with tri-axle Barker tautliner on a short run down the Hume Highway from Tarcutta to Albury, NSW (as opposed to NSW's Silver City Highway and around Silverton, where the photoshoot took place!).

Grossing 38 tonne thanks to its load of concrete roadside barriers, it was a brief but effective showcase of the new product, while it also gave us a chance to pick the brains of Fuso's Senior Manager, Product Planning and Engineering, Romesh Rodrigo, on the company's hopes and aspirations for its new heavy-duty flagship.

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Starting with the basics, the new platform is yet to be named for the Australian market. Known as the 'Super Great' in Japan, this latest iteration of Fuso's heavy-duty platform was first shown at the Toyko Motor Show in 2017, although it can trace its origins back decades earlier.

While Fuso Australia is remaining tight-lipped regarding the new platform's local nameplate, you can guarantee it will be a little more conventional than its Japanese market's namesake…

The last major update at the heavy end of Fuso's local line-up came in 2011, so it's certainly been a while since we've seen a decent product change for the brand in this segment.

That change, however, is just around the corner – it's likely Fuso will officially launch the truck at the 2019 Brisbane Truck Show (May 16-19), while the company says it anticipates local delivery to commence before the end of this year.

Fuso will then transition from its current range of FP, FV and FS heavy trucks to this new platform, with the newcomer available in 4x2, 6x4 and 8x4 formats, spanning both rigid and prime-mover configurations. Two cabs will be available: a standard cab, as shown here in our test vehicle, and a high-roof alternative.

Fuso says it's targeting urban, regional and intrastate applications with the new truck and, even though this prime mover has a B-Double-ready GCM of 63 tonne, that's not the newcomer's focus. Rather, it's better suited to single-trailer, tipper-and-dog and rigid roles, and work carried out over shorter distances – as evidenced by the relatively compact bunk and 400-litre fuel tank.

So, what's on offer? Headlining the update is the addition of a new 10.7-litre six-cylinder turbo-diesel, mated to a new 12-speed automated manual transmission. Taking over from the existing 12-litre Euro 5 engine, it's the latest iteration of the Daimler platform, featuring common rail injection and meeting Japan's pPNLT emissions standards – roughly the equivalent of Euro 6 (or even exceeding it, in some aspects).

The engine has a rating of 460ps (454hp) and 2200Nm (1623lbft), which is essentially unchanged from the current engine. It will be the only unit on offer in the new Fuso heavy-duty platform, although the company won't rule out considering the 13-litre Daimler unit down the track.

Production versions will reach our shores in Euro 6 form only, but Mr Rodrigo says there are benefits here that outstrip the associated extra expense in going beyond our current ADR 80/03 standard.

"Euro 6 doesn't just drive efficiency and emission control; the biggest thing that this engine platform gives all the [Daimler] manufacturers access to is advanced electrical systems," he said.

"So things like the active emergency brake, which is arguably the most effective technology we have in the vehicle – all of that is now part and parcel of what we are able to offer."

Fuso Australia says it hasn't yet conducted back-to-back trials to assess the efficiency gains of the new product, but its counterpart across the Tasman has.

"Our New Zealand colleagues have observed savings of up to 22 per cent, and initially from testing in Japan it's been 25 per cent, so it's significant," says Mr Rodrigo.

"It's very much linked to the powertrain; we've gone from a 12-litre unit injection engine, which itself is a very reliable engine, to a common rail which is basically the latest generation from the Daimler family."

Interestingly, Fuso says those Kiwi trials have also revealed generally shorter trip times – as aspect Mr Rodrigo puts down to the truck's more efficient torque curve.

Combined with the new 12-speed AMT, the new Fuso has a fully integrated factory driveline that allows it to be packaged with an array of the latest safety and efficiency technologies, including AEB (autonomous emergency braking), adaptive (radar) cruise control, lane departure warning, Eco-Roll, stability control, and an electronic braking system, among others.

The cab, meanwhile, shares a majority of its basic architecture with its predecessor, but has new exterior styling and a thoroughly updated interior. Our prototype test vehicle, complete with red camo paint scheme, features Japanese-style mirror mountings, but a traditional door-mounted arrangement is likely for local production models.

From the driver's perspective, the changes start right at the very beginning of the drive – when it's time to climb in behind the wheel. Among the exterior changes is a new three-step layout that sees the lowest step now positioned quite a bit lower.

The door opens wide to 90 degrees and, with sturdy grab rails either side, it's a relatively easy and safe process to get in our out of the cab.

Our test truck was fitted with a Japanese 'Namba' air suspension seat which, while of a lower spec than some equivalents we've sampled, is certainly comfy enough for the truck's intended usage and offers a range of adjustment and a fold-down armrest. Combined with the tilt-and-reach adjustable steering wheel, it's easy to find a comfortable drive position.

Vision is superb – the A-pillars are quite narrow affairs and we quite like the mirror set-up, even if the offside mirrors required manual adjustment in this pre-production truck. Also aiding safety is a sizeable lower observation window on the passenger side and a large multimedia display that can be hooked up to as many as four external cameras (although the final spec of this system for our market is still to be determined).

That's also the case for the general trim inside the cab. Our test truck had a mixture of plastics and textures, including a faux wood-grain finish on the main dash panel, plus silver highlights. It could well change in the production truck, but I have to say as it is it looks smart and modern, and the slightly angled main panel puts all the controls within easy reach.

The multimedia display brings with it Bluetooth connectivity and voice commands plus truck-specific satellite navigation, and the main instrument display is classy and easy to read, with a central colour TFT display sandwiched between an analogue tacho and speedo.

A range of info can be dialled up on the TFT display, from axle loads to adaptive cruise settings and trip meters including fuel economy and a range-to-empty feature. There's also climate control, a 12-volt outlet and a USB slot on the multimedia unit, plus a huge array of oddment storage.

In lieu of a fridge, our test truck's central storage unit has three large compartments, one lockable, plus a cup/bottle holder and a tray that will accept a laptop (or your work diary). It's a neat set-up, and the panel tolerances are nearing passenger-car tight.

Behind the driver and passenger is a compact bunk. It's fairly narrow and the padding is thin, but it was never meant for line-haul work. It's fine for a quick nap if need be, or for general storage, and the passenger seat base flips up to afford easier access. There's a reading light at one end, while our truck also has a surround block-out privacy curtain.

Our drive from the truck park at Tarcutta begins with remote access and pushbutton starting, the AMT kicking things off in third gear before skip-shifting its way rapidly though to 12th.

While the 15-litre blokes may scoff at the prospect of a 'little' 10.7-litre engine, it's the horsepower and torque that tells the story, and the Fuso claws its way up through the ratios at a thoroughly acceptable pace, reaching cruising speed in short order.

The first thing to hit home, after surveying the quality and classy feel of the cockpit, is just how quiet this truck is. The engine note is nicely subdued; certainly there are no difficulties in carrying a conversation. In fact, the truck is almost eerily quiet whenever the Eco-Roll function kicks in, the truck coasting for extended periods on descents to reduce fuel burn, to the backdrop of a bit of road noise and a faint whistling of the wind.

This is despite our test truck sporting Bridgestone tyres with a fairly aggressive tread pattern, better suited to tipper-and-dog work than highway cruising…

Our route down the Hume took in undulating countryside with a few reasonable gradients, and the engine never really felt like it was doing it tough. This truck has a 4.66 axle ratio so it's better equipped for metro work, 100km/h in 12th equating with 1800rpm. Highway applications would likely see a ratio of 4.22 or thereabouts employed, dropping those revs down and enhancing fuel economy – the tacho's green 'eco zone' is indicated at 900-1400rpm.

On the subject, and while it's far from definitive, the trip computer gave an economy figure of 2.0km/lt at the end of our quick jaunt down the Hume.

However, the Fuso was impressive in how it would hold onto 12th for most of the inclines we encountered, with the speed only dropping down to around 85km/h. Only on a few occasions did the AMT deem it necessary to drop back to 11th or maybe 10th, although Fuso points out that the final calibration of the transmission will be tweaked before the truck enters volume production for our market.

In manual mode – achieved by simply tapping the button on end of the left-hand transmission stalk – gear changes are almost imperceptible save for the change in engine note, being both swift and exceptionally smooth.

There's also a power mode, which lowers shift points, and a kick-down detent on the accelerator to knock the transmission back a cog if required.

For slowing the show, the big Fuso is equipped with a three-stage decompression brake in addition to its drum service brakes. On this route we never encountered any steep descents to really give them a workout, but the decompression brake does a good job in taking the strain off the service brakes.

Also impressive is the ride quality, especially so as this particular prototype is running mechanical suspension – the other two prototypes, and the production-version prime movers that will arrive in due course, will run airbags.

Of course, there are plenty of worse roads in Oz than the Hume these days, but between the springs, the cab suspension and the air suspension driver's seat, it was all smooth sailing in the Fuso.

Similarly, while we never spent any time threading our way through city streets, the prototype seemed nimble enough as we navigated the roundabouts on our way to our final destination – Daimler dealer Hartwigs Trucks in Lavington, on Albury's northern fringe.

Fuso Truck & Bus Australia came home in ninth place on the heavy-duty truck sales leaderboard in 2018, but it actually topped sales of Japanese trucks in the 360hp-and-over class. That's a title it's hoping to retain when this new heavy-duty platform comes online later in the year.

While Isuzu's Giga and Hino's 700 Series models have remained relatively unchanged in recent years, the new Fuso will have some stiff competition in the form of the latest UD Quon, which has been selling strongly since its Aussie introduction in mid-2017.

Judging by this first taste of the new Fuso, fleeting as it was, the company appears well positioned to build on its current momentum, and while it's up to operators to crunch the numbers, at the very least drivers will have little if anything to complain about from behind the wheel of this smart and well-equipped truck.

Fuso heavy-duty specifications (prototype, as tested):
Engine: 10.7-litre common-rail six-cylinder turbo-diesel
Horsepower: 460ps (453hp)
Torque: 2200Nm
Transmission: 12-speed AMT
Fuel capacity: 400lt
Emissions: Euro 6 – SCR, EGR and DPF
AdBlue capacity: 70lt
GVM: 26,000kg
GCM: 63,000kg
Cab: Standard (high roof available)
Suspension: Mechanical (airbag available)
Axle ratio: 4.66:1
Brakes: Drum (with EBS and three-stage decompression brake)
Headlamps: LED (halogen high beam)
Safety: Autonomous emergency brakes, antilock brakes, stability control, lane departure warning, adaptive cruise control and more
Seat: Namba air suspension
Fuso warranty: Five years
Delivery: Q3/Q4 2019