Hino 300 Series 721 crew cab: Review

Trucksales announced the launch of Hino’s 2020 300 Series back in July, but virus-related issues made us wait until late-September for a road test vehicle.

A totally new model, the 721s are available as a Single or Crew Cab with a GVM of either 4.5 tonnes for car-licenced operators or 6.5 tonnes GVM for those operators holding a light-rigid licence or higher.

“With a maximum 10 tonne GCM, the new 721 models allow for a full 3.5 tonne towing capability even while fully laden,” said Hino’s Daniel Petrovski at launch.

“This is a vehicle our customers and dealers have been demanding, and will suit tradespeople and council workers who can load their tray, and tow a fully laden trailer to the worksite, while enjoying the driveability that only a true automatic transmission can offer,” Petrovski added.

The test vehicle was one of two five-litre, four-cylinder crew-cab models in the Hino 300 Series lineup. Both the new 721 and its sibling the 921 Crew Cabs are seven-seaters, have 151kW (205hp)/ 600Nm grunt with the option of Aisin six-speed automatic transmissions and are built on a common 4400mm wheelbase.

The differences are respective GVMs of 6500kg (4495kg optional) and 8500kg (7995kg optional); rear axle and suspension capacities of 5500kg and 6200kg and final drive ratios of 4.625:1 and 5.142:1.

We don’t think there’ll be many 4495kg GVM 721 crew cab buyers, because that limits payload and crew capacity to only 1.5 tonnes, compared with the standard GVM model’s 3.5 tonnes. (Put seven ‘fatties’ in the car-licence 721 and the freight payload drops to less than one tonne.)

Related reading:
Hino launches new 300 Series
New Hino to be 'safest in class'
New Hino 300 Series to include upgraded hybrid

However, the optional 7995kg GVM on the 921 model sits below the compulsory ‘visit weighbridge’ GVM requirement in some states, while still providing five-tonnes payload, so it should have some appeal.

Our test 721 model was a one-off, drop-side, tray-back truck that was evaluated for Hino’s Built to Go pre-bodied lineup, but didn’t make the cut. It had maximum rear overhang, to provide the longest body in its class – 5390mm – where a more conventional body length would be up to five metres.

The maximum-length body was judged to have not enough wide-market appeal and we did find its rear overhang somewhat limiting for worksite driving, with the risk of dragging its tail or side-swiping objects with its tail swing. The overhang forced a spare wheel location under the frame, right in the belly angle and that also limited this truck’s off-road clearance.

The upside of the evaluation truck was the ability to check out Hino’s well-engineered chassis-extension system that doesn’t require any cutting or welding on the rails. Because the 300 Series chassis has a pre-drilled matrix pattern it can accept a purpose-designed, bolt-on chassis extension that is tapered at its leading end to fit inside the existing chassis. A flitch plate is fitted inside the joint and bolted in place. Simple.

Our brand-new evaluation truck arrived, with a load of palletised sand bags, covered by a neat tonneau. Out of deference to its lack of run-in kilometres, we requested loading to 80-per cent of its 6500kg GVM.

The Hino 300 Series crew cabs don’t have cab-tilting, but pre-trip checking proved easy enough, thanks to a see-through coolant sight-gauge at the driver’s side entry step; an easy-lift engine cover beneath the front passenger bench and a pop-out panel covering the oil dipstick in the crew section.

Regular servicing also didn’t seem to pose any problems, with the air cleaner located accessibly under the cabin floor and the batteries and fuel pre-filter also underfloor.

Entry and exit for the driver and crew didn’t pose any problems, thanks to well-positioned steps and hand holds.

Like all Hino 300 Series the 721 Wide Cab bristled with class-leading safety features including a pre-collision system with automated emergency braking (AEB) and pedestrian detection; stability control; traction control; lane departure warning; ABS with four-wheel ventilated disc brakes; cruise control; headlight levelling and SRS airbags for the driver and outboard front passenger.

Cabin ergonomics were very good, with all commonly-used controls near to hand. Steering wheel buttons looked after engine info displays, radio, phone and cruise control, with wands for lights, indicators, wiper/washers and exhaust brake.

The ventilation system integrated heating and air-conditioning in the front, but the rear compartment was a tad more agricultural, with a vent module in the centre and an underfloor heater controlled by a pillar knob.

Some engine heat entry could be felt from under the front bench seat and the engine cover in front of the rear seat.

Powered and heated flat mirrors gave excellent rear vision, in concert with a manually-adjusted interior mirror and external spotters.

Hino’s five-litre four was a smooth and quiet performer that could be driven most of the time in the economical 1000-2000rpm green band – a far cry from the early days of Japanese medium truck engines that needed to be ‘driven like you hated ‘em’.

The truck had no trouble keeping up with traffic and its quiet progress disguised road speed to some extent. The legal road speed voice advice, piped through the multi-function dashboard display, was most welcome sometimes!

Left to shift for itself, the auto box was happy to let the engine run at low revs and almost never let them get much above 2000rpm.

Economy on our test drive worked out at a creditable 5.6km/L (18 litres/100km) and would undoubtedly improve with some more klicks on the engine.

The Aisin automatic transmission shifter was car-like in look and operation, even down to a ‘P’ park position. ‘P’ was supplemented by a handbrake lever, connected to a drum on the back of the transmission. Shift quality was excellent.

The transmission selector’s ’S’ slot was particularly useful, locking the transmission into a ratio from which it would downshift if required, but not upshift. A rocker button on the side of the lever actuated driver-selected up- and down-shifts in S-mode, unless the ECU determined that a shift was inappropriate and notified the driver with a beep.

We loved S-mode on undulating hill climbs, to stop the box shuffling between ratios and it was ideal for descents in conjunction with the exhaust brake. Auto boxes don’t normally have very good braking ability, but the Hino/Aisin combo held road speed on most grades.

On occasions where engine-braking was insufficient, the all-disc braking arrangement was powerful and grab-free.

Ride quality was very good, thanks to taper-leaf front and rear springs, but could be further improved by better dampers and, possibly, hollow-rubber ‘helper’ springs. Ruts and potholes sometimes sent the front springs to the bump stops and the dampers did little to control that ‘bump’ action.

Handling and steering were generally very good, but the skinny steer tyres tended to ‘track’ on road deformities. We reckon dirt-road 721s could do with fatter rubber, provided that didn’t interfere with rear dual fitment.

Hino’s dynamic safety initiatives are certainly welcome in the popular 300 Series market, but we can’t help thinking that driver and one-front-passenger safety has been the main focus. After all, most trucks operate one-up or, occasionally, two-up.

However, a crew cab truck highlights what we feel is a relative lack of attention that’s been paid to crew safety and comfort. Crew cabs are intended to carry more than two people, so while we often don’t bother to test passenger seat comfort and safety, we did this time.

The Hino 721 came with a torsion-bar-suspended driver’s seat that was quite comfortable. It did have welcome lumbar adjustment, which, in concert with rake adjustment and a tilting/telescoping steering column, meant that the driver was reasonably well seated.

In contrast, the other six seats – two up front and four behind – were fixed bench seats. And only the three outboard seats had head restraints and lap/sash seat belts.

Our test occupants tried all the bench seats and didn’t like them very much. The outboard front seat had a slight downwards slope that made it necessary to put a box in the footwell, to stop the occupant sliding forward all the time.

The inside seats front and rear also suffered from cramped foot space and a potential hazard in the form of an unpadded transverse steel bar across the cabin, facing the pair of lap-belt-only seats.

However, with improved seat design, similar to that used in European light trucks, it would be possible to have three or four individual seats, with integrated lap/sash belts and head restraints.

We’re not singling out Hino for criticism in this crew-cab-related area, because its Japanese competitors are broadly similar. We reckon more safety and comfort work needs to be done to all these crew-cab trucks and utes.

Hino’s latest 300 Series makes great strides in terms of performance and dynamic safety initiatives. The 721 Wide Cab crew truck fits a market niche in the Hino lineup which should appeal to many operators.

It’s a very pleasant workplace for the driver and delivered admirable economy on our test – especially for a loaded truck.

Japanese trucks have long dominated the Australian light and medium truck markets because of their quality build, reliability and support. As market leaders they surely assume the responsibility to implement best practice and, in the case of short-cab trucks, they have certainly been doing that.

However, we think that Japanese makers need take a leaf from the European book on crew cab seating and safety.

Specifications:
Model: Hino 300 Series 721 Crew
Engine model: Hino J05E-UJ
Max. power: 205hp/151kW at 2600rpm
Max. torque: 600Nm at 1500rpm
Max. engine RPM: 2650
Engine compliance: ADR 80/03 using Euro 5 Standard
Type: Diesel, turbo and intercooled, four-cylinder, OHC
Combustion system: Direct injection with EGR
Bore and stroke: 112 x 130 mm
Piston displacement: 5.123 litres
Fuel injection system: Electric control common rail
Air cleaner & intake: Behind cab mounting snorkel & dry paper element
Exhaust system: Horizontal outlet RHS
Emission control systems: DPR and DOC after treatments
GVM: 6500kg (optional 4495kg)
GCM: GVM + 3500kg
Transmissions: six-speed Automatic
Wheelbase: 4.4m
Max Nominal Body Length: 5.4m
Fuel tank: 200 litres