Hino 300 Series 716 Hybrid: Review

Name: Hino 300 Series 716 Hybrid: Review
Brand: Hino

Hino says its 300 Series 716 Hybrid delivers cleaner, more efficient transport. But do the numbers stack up? We took one for a week to find out.

Hino says it's a measure of the conservatism of the Australian truck market that hybrid technology hasn't caught on – that owner/drivers and fleet managers prefer to stick with tried and true technology, rather than take a punt on something new.

Thing is, hybrid technology isn't exactly new anymore – it's certainly widespread in the car world – and if you can believe the independent tests it isn't exactly unproven, either.

Hino's 300 Series Hybrid was first introduced here in 2007. It was updated in 2011 and, to date, Hino has sold over 500 examples in Australia (and over 15,000 around the globe). It's not just avant-garde small operations giving them a go, either – among the Hybrid's clients here are major players like Coles, Woolworths and TNT, among others.

CITY RUNNING

Trucksales.com.au recently grabbed a 300 Series 716 Hybrid and drove it around town over the course of a week – half while unladen, half with an 1800kg payload. Our medium-wheelbase, wide-cab, 6500kg GVM example was also fitted with a Hino factory-fitted alloy tray with ladder racks, LED daytime running lights, and sat-nav.

The 716 is one of four 300 Series Hybrid models – there are two car-licence friendly 4495kg GVM 616 Hybrids (standard cabin and wide cabin) and the 7995kg GVM 916 Hybrid (only available in the wide cab, like the 716).

But ignore the 'Hybrid' decals and the blue front-end trim and you'd be hard pressed to pick the 716 was anything other than a standard 300 Series truck. Sure, there's the Power Control Unit pod under the tray on the near side – housing the nickel-metal hydride (NiMH) battery pack, hybrid ECU and inverter – and 'Hybrid' is stamped above a small digi display on the dash, but otherwise it's a straight light-duty workhorse.

That's no criticism – this truck has a number of worthy features and we were certainly impressed when we sampled a 300 Series 921 High Horsepower model last year – but first let's take a closer look at the hybrid technology itself. A product of the Toyota Group, the hybrid system employed in the 716 essentially recycles energy to promote fuel efficiency, reduce emissions, and extend range. So much so that the 716 comes fitted with a 100-litre fuel tank, instead of the regular equivalent's 170-litre item.

The primary urge is delivered by Hino's NO4C UR engine, a 4.0-litre, four-cylinder turbo-diesel said to produce 110kW (150hp) at 250rpm and 420Nm at 1400rpm. Backing that up, however, is an electric motor able to deliver 36kW and 333Nm.

If there's sufficient charge in the NiMH battery the truck can move off from a standstill purely under electric power, otherwise the diesel takes charge. The truck cruises on a steady throttle under diesel power alone, but under acceleration the electric motor also lends a helping hand.

On the flipside, deceleration turns the truck's engine into a generator of sorts, the vehicle's kinetic energy then used to charge the electric motor's battery. The battery is only charged from the engine, and not the brakes as is the case in some hybrid applications.

A choice of three drive modes tailors the Hino towards performance or efficiency. 'Eco' sees the Hybrid's Pro-Shift five-speed automated manual transmission shift up at 2000rpm, keeping proceedings in the eco-maximising green zone (1000-2000rpm). 'Normal' sees that shift point rise to 2500rpm, while 'Power' lets the truck rev out to around 3000rpm, just shy of its redline. Cruising along at 100km/h in top gear registers 2200rpm on the tacho.

The Hybrid models only come with the AMT transmission but it's a slick unit. It's easy to operate and it can be switched to a manual selection mode if required. Yes, it loses a little momentum between shifts when you're travelling empty but the changes smooth out a degree with some weight on board.

The Hybrid must be driven in a certain manner to maximise its benefits. Gradual take-offs, getting off the gas early and rolling to a stop, applying constant pressure on the accelerator as much as possible – it all helps to keep the green 'Eco' light lit on the informative, easy-to-read dash, while efficiency can be further enhanced by idle-stop feature.

A commonplace feature in the car world, the idle-stop shuts down the engine when the vehicle comes to a complete rest. Take your foot off the brake and the engine rapidly fires up, the truck ready to move forward once more. It's a welcome feature in all but stop-start traffic, when it becomes a bit annoying. That's okay too – it can be switched off altogether with the press of a button.

Maximising engine braking to deliver maximum charge to the NiMH battery means you're better off dispensing with the exhaust brake, which in any case only offers very minimal braking assistance.

Drivers are spoiled by the 300 Series cab. This wide-cab variant has plenty of space and headroom, and access is easy thanks to the wide-opening door, the sturdy foot step and the A-pillar grab handle.

Life only gets better behind the wheel, too. Vision is excellent, aided by skinny A-pillars and excellent split side mirrors (with electric adjustment and heating). However, the rear-view mirror could be a touch bigger to improve the view out the back over the tray.

It takes very little time to acclimatise to the Hino's dash and various controls. They're all easy to get to, although the buttons on the 6.1-inch multimedia unit could be bigger – they weren't always so easy to use when bouncing around, and that's more a reflection of our typically crappy roads than the truck's otherwise decent leaf-spring/shock suspension.

Cab storage is average. There's no underseat storage but there are twin overhead shelves, a long dash-mounted tray, plenty of slots for knick-knacks and a compact glove box. The heating and cooling all work well and the twist dials are easy to use, and there's a trip computer that reveals actual fuel consumption and average fuel consumption.

The driver gets a sprung suspension seat and it was damped sufficiently to tame this tester's 100kg bulk. There are three bottle/cup holders within each reach but the door side pockets are tiny – just wide enough to take a clip-board or magazine.

We spent the majority of this test in the city – the native habitat for a light-duty truck like this – and the Hybrid performed admirably throughout. The ride was predictably harsh over bigger dips and bumps without a load but with around 1800kg in the back it settled down nicely. The tight turning circle was particularly impressive, while the brakes (ventilated discs at all four corners) washed off speed with impressive haste, all backed by ABS.

The 300 Series 716 Hybrid fares very well for safety, scoring traction control, stability control and driver and passenger airbags. Trucks have long lagged behind passenger cars in the safety stakes and it's great to see manufacturers like Hino raising the bar.

The little four-cylinder engine was a willing performer, delivering a good spread of grunt to tackle the load and the various inclines we encountered over the week. The AMT was a great companion in the cut and thrust of city traffic, although adopting 'Eco' mode with a load on wasn't the best choice – the engine would bog down just north of 1000rpm. Select 'normal' or 'power', however, and it would charge through the revs on its way to the next shift – job done.

SMART PROPOSITION

So does the Hino Hybrid stack up? Well, all we have to go on is one week and 500 kilometres of city driving, but we recorded two fuel figures: 11.8L/100km unladen and 13.7L/100km when loaded. They're both healthy enough for a light-duty truck but there's a lot to consider when pondering the purchase of a hybrid.

For a start Hino's 716 Hybrid is roughly $5000 more than the nearest standard equivalent, although Hino says the servicing intervals are the same (20,000km) and the servicing costs are identical. The NiMH battery is covered by a five-year, 160,000km warranty – far outstripping the truck's general three-year, 100,000km warranty.

According to an independent test conducted in 2013 by NSW Roads & Maritime's Green Truck Partnership, which examined a fleet of 50 Hino Hybrids racking up 650km per week in metropolitan Sydney, the trucks delivered a reduction of carbon-dioxide emissions and fuel usage of 21 per cent.

The time taken to recoup that extra $5000 outlay for the hybrid technology is then dependent on the cost of fuel and the number of kilometres covered, but as a general rule Hino says you're looking at three-and-a-half to four years for a truck covering 30,000km a year.

Let's face it – with these trucks being used by Coles, Woolwooths, TNT and co, the benefits of Hino's Hybrid technology have to stack up. Add to that a capable, comfortable and well-equipped truck, and Hino's 300 Series 716 Hybrid delivers on all fronts.

SPECIFICATIONS:

2016 HINO 300 SERIES 616 HYBRID

Price: $65,320 plus on-roads (bare cab/chassis)

Engine: 'NO4D UR' 4.0-litre in-line four-cylinder turbo-diesel

Power: 110kW (150hp) at 2500rpm

Torque: 420Nm at 1400rpm

Hybrid: 36kW/333Nm electric motor with NiMH battery

Emissions: Euro 5

Transmission: Hino ProShift five-speed AMT

Configuration: 4x2

Front Suspension: Leaf

Rear Suspension: Leaf