Hino 300 2026 Review

There is no hiding the fact that Hino has arrived a little late to the Euro 6 light-duty party with its freshly launched 300 Series.

While key rivals like Isuzu and Fuso rolled out their updated Euro 6 models last year, Hino weathered a nine-month production gap for what has remained the second-best-selling light truck in Australia.

Now, the updated 300 Series lineup has landed and we’ve driven a variety of models. Has Hino done enough to justify the wait? You’ll have to read on to find out…

Rather than reinventing the wheel, Hino focused primarily on mechanical and mass limit updates, allowing operators to carry and tow more weight than ever before in a 300 Series.

The lineup so far includes single-cab models across both bare cab-chassis and turnkey Built to Go variants, with crew-cab options arriving early next year. The good news is, Hino now offers more Built to Go options than ever thanks to a partnership with Australian body builder Alltruck Bodies.

In terms of what’s new, the biggest change is the engine, updated as part of Australia’s compulsory transition to ADR 80/04 (Euro 6 equivalent) emissions standards. Hino’s 4.0-litre N04C four-cylinder turbo-diesel gets a raft of internal upgrades and aftertreatment systems, picking up an extra 20Nm in the process.

Behind the updated engine is a next-generation Aisin six-speed torque-converter automatic transmission, which gains a six-speed sequential manual shifter in the cab to allow for manual shifting from first through to sixth gear.

Towing ratings and GCM have received a bump too. Every single 300 Series can now tow a minimum of 3500kg, effectively operating on a ‘GVM plus 3.5-tonne’ formula. Higher GVM/GCM models can obviously tow more than 3500kg, with a suitable trailer setup.

To break down the numbers, for operators running the car-licence 616 at 4499kg GVM, GCM is now rated at 7999kg, meaning you can pull a 3.5-tonne trailer without sacrificing a single kilogram of payload on the truck.

Step up to the 6.5-tonne 716 and GCM jumps to 10 tonnes, while the top-spec 8.0-tonne GVM 816 now tops out at 11,500kg GCM.

Visually, the update is subtle, marked by new bumper packaging and brighter LED headlights and fog lights with integrated daytime running lamps (DRLs). Think of it like a mild facelift, rather than a complete model overhaul.

The standard equipment balances commercial functionality with driver convenience, and there’s no needless technology like we’re finding in so many passenger cars. The 300 Series remains a utilitarian workhorse.

Outside, all models score heated and electrically adjustable main mirrors paired with convex spotters and, importantly, wide-opening doors with robust boarding steps. This might sound insignificant, but as Hino Australia Product Strategy Manager Daniel Petrovski pointed out, slips and falls entering and leaving cabs account for the vast majority of transport-sector WHS claims in Australia.

To counter this, the 300 Series retains the largest door aperture and biggest grab handles in the Japanese light-duty class.

Inside the cabin, you get power windows, central locking, overhead storage consoles, dash-mounted cup holders, and a centre fold-down workspace tray in select models. Seating is a three-person arrangement with fabric upholstery, across a fixed passenger bench with under-seat access and a fully adjustable driver's seat.

For operators wanting an off-the-shelf work rig without dealing with third-party bodybuilders, Hino's turnkey Built to Go range remains a major drawcard. The Trayback, TradeAce, Tipper and prototype van-body models we tested arrive ready to work straight off the showroom floor.

We’re told the new prototype freight vans and steel bodies developed with Alltruck Bodies will roll into showrooms over the next 12 months, but the Tipper, TradeAce and alloy tray-equipped models are available now.

Safety has long been a focus for Hino, and the 2026 update maintains standard fitment of the comprehensive Hino SmartSafe suite across every single 300 Series model.

SmartSafe uses Vehicle Stability Control (VSC) and a Pre-Collision System (PCS) that offers Autonomous Emergency Braking (AEB), Lane Departure Warning System (LDWS) and Pedestrian Detection (PD).

The 300 Series also scores traction control, a wide-angle reverse camera with microphone, dual circuit disc brakes at all four corners, and an exhaust brake. Of course, the addition of LED lighting with DRLs does also offer safety benefits.

Passive crash protection includes an ECE-R29 certified structural steel cab, side-intrusion door beams, dual front SRS airbags, and seatbelt pretensioners.

Importantly, Hino’s calibration of its active radar and camera systems is among the least invasive on the market. SmartSafe operates quietly in the background, intervening only when a genuine risk presents itself.

The 300 Series cabin scores a 10.1-inch infotainment touchscreen, which is angled slightly toward the driver for easy reach. The unit features AM/FM/DAB+ digital radio, Bluetooth, Wi-Fi connectivity, inputs for up to six cameras, and wireless Apple CarPlay and Android Auto compatibility.

Ahead of the driver sits an uncluttered instrument cluster housing large analogue dials for the speedometer and tachometer, with a 4.2-inch high-contrast driver display in between. The driver display is controlled via the steering wheel, giving operators access to safety features, fuel use, trip data, and DPR status.

The truck also links into Hino-Connect, the brand's factory-fitted telematics system that monitors vehicle health, maintenance alerts, and driver performance. Interestingly, Petrovski revealed that Hino-Connect influenced the 2026 mechanical revisions, allowing Hino to optimise vehicles based on real-world data.

An example of this is that the telematics showed that customers running Standard Cab 300 Series Hybrid models were increasingly venturing onto the highway rather than sticking to metro roads. As a result, Hino fitted a taller differential ratio for the standard-cab hybrid to lower engine cruising RPM at 100km/h, delivering a five per cent improvement in fuel efficiency.

While the majority of manufacturers are moving to smaller displacement engines, Hino instead chose to stick with its longstanding 4.0-litre engine. The entire 300 Series range uses a revised Euro 6 version of the 4.0-litre N04C-WN four-cylinder turbo-diesel, but it’s been heavily reworked.

Meeting ADR 80/04 compliance involved far more than simply strapping on an after-treatment system. The N04C-WN scores a new turbocharger, updated injectors, a revised cooling fan, a serpentine accessory drive belt, a larger-capacity oil cooler, and revised pistons running inside dimple cylinder liners to reduce internal friction.

The emissions system combines a diesel oxidation catalyst (DOC), diesel particulate reduction system (DPR) and selective catalytic reduction (SCR) with AdBlue. Petrovski pointed out that this engine and emission architecture is far from untested, because Hino has run a version of this Euro 6 specification in its 300 Series Hybrid range since 2020.

Output remains at 110kW (150hp), but peak power now arrives slightly higher at 2700rpm (previously 2500rpm). More importantly, torque has jumped by 20Nm to 440Nm, with maximum twist arriving 100rpm lower at 1300rpm and holding strong until 2200rpm.

Sending drive to the road is the new-generation Aisin A862E six-speed torque-converter automatic transmission that offers faster shifts and quicker converter lock-up. The transmission's electronics have also transitioned from a 24-volt to a 12-volt system to match the engine's 12-volt architecture, eliminating the need for a converter. According to Hino, this allows the engine and transmission to communicate better.

The console shifter also now features a sequential gate, which is a massive improvement over the old system. In the previous model, the lever only permitted manual shifting down through fifth, fourth and third gears.

The new sequential mode allows drivers to manually shift between all six forward ratios, meaning that on steep declines an operator can now lock the transmission into first or second gear with the exhaust brake active.

We sampled a cross-section of 300 Series single-cab models through a mix of Gold Coast urban traffic, highway running down into northern New South Wales, and steep climbs up Mount Tamborine on the way back.

From the driver's seat the cab ergonomics are impressive but no different to the old model, which has always been fantastic. Hino positions the 300 Series cab further back relative to the front axle than other brands in this segment and the result is a more natural driving position that doesn’t feel like you’re sitting over the front wheel.

This truck also has positively tiny A-pillars, so forward and side visibility is impressive.

Comfort is also fantastic, with the narrow-cab models benefiting from independent front suspension (IFS) for a car-like ride, while the wide-cab models use a suspended seat. The suspended seat is also mounted on inclined rails, so as shorter drivers slide forward toward the wheel, the seat lowers, and when taller operators slide back it raises.

I ran the suspended seat in its lightest (70kg) setting, which was about perfect for me, but it has adjustability up to 100+kg. The suspension seat features an adjustable dampener rated up to 130kg.

But you’re here to read about the performance, right? Well, this new model equals more than the sum of the changes made, in our opinion.

The combination of the 4.0-litre displacement and the Aisin torque-converter auto just works. The new ‘box is particularly impressive, though. While most have moved to dual-clutch automated manual transmissions (AMTs), it’s hard to match the off-the-line pickup a torque converter provides.

There is zero low-speed hesitation and torque delivery is uninterrupted through gear changes. This transmission never hunts around the gears either, largely because this engine makes its torque low and holds strong through the rev range.

We felt like we could feel the extra torque, but it’s hard to know when there’s also a new transmission in the picture. Regardless, the increased 440Nm clearly contributes to better performance.

Off-the-line acceleration is brisk, and the big-bore four-cylinder lugs effortlessly up grades – even at highway speeds – without having to rev its head off.

The new sequential shifter also has plenty of real-world use cases. Descending the steep, winding roads of Mount Tamborine, selecting second or third gear allowed us to hold a steady speed through some of the roadwork zones and towns.

The exhaust brake is also impressively stout so, when combined with sensible gear choice, reduces reliance on the service brakes.

Overall handling is basically identical to the old truck. The steering is predictable, the ride is decent unladen and great when loaded up, and the disc brakes mean you’re never left wanting more stopping power.

It’s just a solid light truck that’s easy and enjoyable to drive. Being that it has the ‘true’ auto, it’s also the closest to a ute now in terms of its behaviour.

One thing we noticed is just how non-intrusive the active safety technology is in the Hino. Short of the odd lane-keep warning, particularly on country roads, it remained silent yet was always there in the background.

We’ve grown so accustomed to overbearing systems in passenger cars that it’s refreshing to see how pragmatic truckmakers are in their ADAS calibrations. Truck drivers will turn systems off if they get annoying, so it makes sense.

The only downside we could see with this truck is that the 4.0-litre might not match the fuel use of some of the smaller engines in this class, particularly with a torque-converter auto behind it. However, we found it to be relatively frugal, achieving around 14l/100km in the 616 TradeAce we spent the most time in, and it had decent load up back.

We’re sure that operating up near GVM, especially in the heavier models, would push that figure out but if you want a lighter sipper there’s always the 300 Series Hybrid.

If you're in the market for a light-duty truck that prioritizes driver comfort, drivability, and solid load-carrying capacity, the 2026 Hino 300 Series should be on your shortlist.

Hino didn't overcomplicate this update and importantly nothing feels like a downgrade. By refusing to abandon its proven 4.0-litre engine and torque-converter automatic, it has preserved the smooth two-pedal driving experience customers appreciate.

The bump in torque, addition of a sequential shifter, and GCM upgrade elevate the new model without changing what has kept this model at the pointy end of the light-duty sales ladder.

It might have been the last light truck model to receive its Euro 6 update, but was the new 300 Series worth the wait? We think so.

Engine: Hino 4.0-litre four-cylinder turbo-diesel (ADR 80/04 Euro 6 compliant with DPR, DOC, and SCR)
Power: 110kW (150hp) @ 2700rpm
Torque: 440Nm @ 1300-2200rpm
Transmission: Aisin A862E six-speed torque-converter automatic
GVM range: 4499kg (car-licence 616; optional 5500kg) to 6500kg (716) and 8000kg (816)
GCM range: 7999kg (616) to 10,000kg (716) and 11,500kg (816)
Braked towing: 3500kg minimum across all models
Front suspension: Independent front (IFS) with coil springs (616 Standard Cab) or taper leaf spring with stabiliser bar (Wide Cabs)
Rear suspension: Floating axle with taper leaf main springs, shock absorbers, and stabiliser bar
Brakes: Dual-circuit hydraulic front and rear ventilated discs with ABS and exhaust brake
Wheelbase options: 2525mm to 3870mm (nominal body lengths from 3.4m to 5.6m)
Fuel/AdBlue capacity: 70L, 80L, 100L, or 150L steel fuel tank (wheelbase and body dependent)/13L AdBlue tank
Safety: Hino SmartSafe standard (PCS with AEB & Pedestrian Detection, LDWS, VSC, Traction Control, Reverse Camera, Dual SRS Airbags, ECE-R29 Cab)
Warranty & Support: Five-year/250,000km warranty, five years 24/7 roadside assist, and capped-price servicing
Pricing: Hino 300 Series models start at $49,715.87 + GST, Body, Dealer, Government and Statutory charges