Fuso Shogun 510 2022 Review

We were formally introduced to the Fuso Shogun at the 2019 Brisbane Truck Show where the then-new truck was officially named and launched.

However, we did get a pre-launch drive in a then-unnamed prototype version which was undergoing testing and development prior to launch.

At that stage the only powerplant on offer was the 10.7-litre (which Fuso calls 11-litre) common-rail six with outputs of 453hp and 2200Nm mated to a 12-speed automated transmission. However, word was out that there may be other derivatives on offer in the near future.

At the 2019 Brisbane Truck Show, the Shogun launched with the same Daimler OM470 engine available with two ratings: 395hp (290kW) and 2000Nm, or 455hp (335kW) and 2200Nm. Other outputs and displacements were said to also be under consideration.

Then at the 2021 Brisbane Truck Show the Shogun again featured, but this time with a smaller 7.7-litre OM936 engine with 360hp and 1400Nm of torque, further broadening the range.

We want more

But the top brass at Daimler Trucks Australia were still not satisfied; they wanted more – more power and more torque. Word from the customers and dealers was that they wanted to break the 500hp barrier.

Discussions with head office in Japan ensued and the Shogun 510 was eventually developed following a request from Daimler Truck and Bus Australia Pacific President and CEO, Daniel Whitehead.

“We pushed hard to get the 13-litre engine into the Shogun for our market because our customers made it clear they wanted a Japanese heavy-duty truck with serious performance,” Mr Whitehead said.

“We’re glad it has joined the line-up because the Shogun 510 is the perfect example of how the global strength and engineering might of Daimler Trucks gives our Australian customers a real competitive advantage,” he added.

So in the final wash-up, the Fuso Shogun is now available with 8-litre, 11-litre and 13-litre engines, with 360, 400, 460 and now 510hp power ratings.

Configurations include 6x4 and 4x2 prime movers and tippers as well as 8x4, 6x4 and 6x2 rigids, including the recently introduced 14-pallet Shogun 360. There is a mixture of air and steel spring rear suspension options and limited-slip differentials are also available.

The 510

The 510’s 13-litre Daimler OM471 six-cylinder engine hits its maximum power output at 1600rpm while its maximum torque of 2500Nm is available from just 1100rpm.

This makes it more appealing to those customers who want the ability to haul a B-double or a big PBS truck-and-dog combination. Although there is an increase in power and torque, the GCM remains at 63 tonnes and the GVM at 26 tonnes.

The Fuso Shogun 510 sports the red S on the nameplate which denotes it has the Fuso safety package; this means it gets the full treatment when it comes to safety features.

All the regular features are there with the inclusion of an upgraded Advanced Emergency Braking System (AEBS) and an enhanced Active Attention Assist (AAA) system that can detect when the driver is showing fatigue or lacking concentration on the road.

All Shogun models benefit from the latest generation of the AEBS that now uses camera and radar camera technology, making it able to come to a stop for a moving pedestrian in the event the driver does not respond to an audible warning. This system is standard on all Shogun models, as is radar adaptive cruise control.

Lane departure warning, a driver airbag, electronic stability program (ESP) and Hill Start System (HSS) are also standard in the Shogun safety package.

Inside

It’s a three-step climb up into the cab. The steps are wide with good grip, and there are two substantial hand holds to grab on the way up so it certainly passes the entry and exit test.

Once up, the driver gets a fairly standard suspension seat that offers plenty of adjustment but is a bit light-on for padding. It’s fine for a few hours of driving but if you’re doing big days, you might want a bit more. There’s a nice arm rest on the left-hand side though, and I was thankful for that.

The view from the top is great. The expansive windscreen gives a great view of the road ahead and the thin A pillars aid the peripheral vision. There’s a window low in the passenger door so you can see bike riders and pedestrians through it if you haven’t got a passenger.

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The traditional gauges are clear and concise and the central screen provides all kinds of info for the driver.

To the left on the dash is a multimedia system that includes truck-specific GPS navigation, Bluetooth phone connectivity, Bluetooth music streaming, digital radio and AM/FM for areas not covered by DAB+. There’s also a USB and 3.5mm/AUX port.

For storage, there are three big storage compartments between the seats and two overhead storage compartments, but not much more.

There’s a small sleeper that would be good for a rest stop or a nap while you’re waiting to get loaded or unloaded, but it’s not for a week away in the truck, and really it’s not designed for that.

On the road

Our test truck was hauling two trailers loaded with a combined weight of 55 tonnes GCM, which shows that the Fuso guys were not shy about putting some weight behind the 510.

Rolling out of the massive Daimler dealership in Laverton, Victoria, I noted how easy it was to spot the trailers with the big, heated mirrors with convex spotters below. The vision from the driver’s perch is really good in this truck. Around the suburban streets it’s noticeable too.

Out on the open road, the 12-speed transmission clicks up through the gears smoothly and without fuss and before you know it, you’re in 12th and rolling along nicely. We went straight out on the Western Highway towards Ballarat and I slipped easily into cruising mode with the radar cruise set on 95 and the six burbling along at around 1600rpm.

It’s a fairly revvy motor and seems to like sitting around 1500rpm at the higher end of the peak torque range.

On the inclines it will easily kick down and provide a nice mix of power and torque. Certainly, you can flick it into manual mode on the left-hand stalk and swap the cogs yourself, as I did on a few occasions, but for the most part, it’s easier to leave it in drive and let the clever auto ‘box do its own thing.

There is a three-stage retarder on the left-hand stalk too and I used this on the downhills to good effect. On the steeper downgrades, I also flicked into manual and hauled it back into 10th or so to help the retardation and it worked a treat.

The steering is pretty good, with a little bit of slack at the straight-ahead, but on the corners it’s direct with a bit of feel to it. The ride’s great with the suspension seat offering plenty of range and not bottoming or topping out even over some pretty rough parts of the highway.

And it’s quiet. I was happy sitting in there listening to the radio (which isn’t exactly the Harmon Kardon unit you get in a ‘Benz, but it’s adequate) and I found I didn’t have to have it turned up to max to quietly hum along to some tunes as I rolled along.

It is also worth noting that the triple wipers are excellent. We got a bit of drizzle during the day and the auto setting was terrific; the sweep of the wipers took in a great deal of the big windscreen, making driving in the rain less of a chore.

As mentioned, I used the radar cruise a bit on the drive and found it reassuring that it would bring on the Jake brake if I looked like exceeding my limit on some of the downhills. I still didn’t fully rely on it on the steeper downgrades but it was nice to know it uses all the available tools to slow you down automatically.

At the end of the drive I felt refreshed and relaxed. It’s an easy truck to get used to and very easy to drive. The interior is a nice place to be and it’s smooth and quiet. The overall feeling is of a quality truck that’s well put together and it has all the features of the bigger European trucks.

At the end of the day I recorded a fuel figure of 1.9km/litre, which is reasonable given that I put the truck up some pretty steep hills and didn’t go lightly on the throttle.

Sure, it doesn’t have the big walk-through sleeper and it doesn’t have a fridge or a microwave, but that’s not what it is trying to be.

Fuso describes the 510 as being best suited to urban or intrastate transport duties, and while it might not be described as a linehaul interstate heavyweight, it could certainly handle some interstate trips.

Given that the first 50 Shogun 510s sold before launch, it would seem that Fuso is onto a good thing. And we could well see more Shogan 510s on the road than any other of the Shogun models, thus justifying Mr Whitehead’s push for the model to be built exclusively for our market.

Specifications: Fuso 510 6x4 prime mover

Engine
Version: FUSO OM471-T9 Diesel
Configuration: 6 Cyl. In-line DOHC, 4-Valve
Type: Asymmetric turbocharger, air to air intercooler
Displacement: 12.8 litre 12809 cc
Bore: 132mm
Stroke: 156mm
Power (DIN): 510hp (375kW) at 1600rpm
Torque (DIN): 2500 Nm at 1100 rpm

Transmission
Version: FUSO Automated Manual G330-12
Type/Speeds: 12 speed automated manual with auto, economy and heavy modes
Features: Crawler mode, rocking-free mode, skip shift function for light loads

Front axle
Axle Version: FUSO F900T
Type: Reverse Elliot 'I' Beam
Capacity: 7100kg

Front suspension
Type: Long taper leaf with double acting shock absorbers
Size: 1500x90mm Leaves

Rear axle
Type: Full floating hypoid type tandem drive with inter-axle diff lock
Optional: Limited-slip differential LSD to both axles
Axle Version: FUSO R12TT/R12T
Capacity: 21600kg
Ratio: 4.222:1

Rear suspension
Type: Four-bag air suspension
Details: Trailing arm with double acting shock absorber and ECAS with two memory positions

Weights and capacities
GCM: 63,000kg
GVM: 26,000kg
Fuel: 400 litres
AdBlue: 60 litres

Warranty
Five years or 500,000km, whichever comes first