Hino 300 Series Hybrid Electric Supercars Recovery Vehicle Review

Australia’s light-duty truck market is going green with myriad all-electric options, but one manufacturer already has the runs on the board – Hino, which has been quietly perfecting its hybrid electric solution for the past 15 years.

Recently, Hino Australia stepped up its partnership with the Repco Supercars Championship by debuting a new 300 Series Hybrid Electric tilt tray recovery vehicle to prove that low-emission technology can handle the pressure of racetracks.

As the official recovery rig for the Repco Supercars Championship, this truck isn't simply about green credentials: it’s about providing a seamless, efficient and safe recovery solution in a high-stakes environment.

How does the tech-heavy vehicle bridge the gap between traditional diesel and a zero-emission future? We set out to answer that exact question – but sadly only on public roads and not a racetrack…

While car manufacturers often de-rate or use a smaller engine in hybrid models, Hino uses its full-fat engine in the 300 Series hybrid, and it produces the same power and torque as it does in the diesel-only models.

The Hino 300 Series Hybrid Electric is powered by a 4.0-litre four-cylinder diesel engine paired with an AC synchronous electric motor, producing a combined 110kW/470Nm.

Hino claims fuel savings of up to 20 per cent compared to a diesel equivalent, which our testing confirmed with prior runs returning a 21.2 per cent fuel efficiency improvement.

Unlike fully electric trucks in this segment, Hino’s hybrid system self-charges through regenerative braking, which also acts as an auxiliary brake to extend the life of rotors and pads. This makes the 300 Series Hybrid Electric a compelling bridging option, offering the benefits of electrification without the range limitations.

The 300 Series Hybrid Electric has a few tricks up its sleeve, which contribute to its frugal fuel use, like an electric-only take-off that silently propels the truck to 20-30km/h before the diesel engine gets to work. It also has a coast function, where it’ll disengage the clutch when rolling downhill to save fuel.

The Supercars unit is the 916 Wide Cab variant with a GVM of 7995kg, putting it at the upper GVM limit for the 300 Series lineup. With a tare weight of 4740kg (not including occupants), the usable payload is up around 3000kg. For a tilt tray, that’ll carry just about any passenger car.

The Supercars-ready 300 Series is fitted with a unique ‘zero degree’ Kyokuto single car tilt tray body. You may not have heard of the brand, but Kyokuto is a leading manufacturer of tankers, tippers and other specialised bodies in Japan, with more than 75 years of experience.

The brand entered the Australian market around a decade ago, establishing its headquarters in Stapylton (Qld) and, after recently acquiring body builder STG Global, the company is full steam ahead locally.

It’s no surprise Hino opted to equip its Supercars recovery vehicle with Kyokuto’s tilt tray, given the two companies have a relationship spanning more than 30 years. In fact, Hino’s popular 300 Series Tipper features a Kyokuto body.

The tilt tray is a game-changer for recovering vehicles with low ground clearance, like a Supercar, allowing loading to be performed at a near zero-degree angle. The tipper body features a slide mechanism that allows the deck to reach an inclination of around 0.9 degrees, putting it flat against the ground for easy loading.

“The Kyokuto body is unique and relatively new to Australia – it has been selected as it meets the exacting operational requirements of Supercar races and will ensure the safe and prompt removal of crashed Supercars and other race cars,” said Hino Australia CEO and President, Richard Emery.

“One of the major benefits of the tilt slide is that, once the tray is on the ground, loading can be done at a near zero-degree angle and from the ground eliminating the risk of falling from heights.”

Operations are handled using a one-handed, single-button remote, ensuring recovery teams can remove crashed cars quickly and safely. In our case, it allowed us to load a Hino employee’s Toyota Rav4 with ease, but more on that later.

If you’re worried about the complexities of a hybrid, don't be because the Hino 300 Series Hybrid Electric is really no different to operate than a standard diesel model.

In fact, I'd argue most drivers wouldn’t even realise they were in a hybrid if it wasn't for the badges and hybrid-specific dash display.

The most notable difference is a little bit of extra shove during take-off, which is essentially the electric motor helping the diesel get up and going. In a lighter application, these trucks use electric-only power for a take-off, but at around seven tonnes on the road, the system used both combustion and electrons during our drive.

Once you’re up to speed, the hybrid system’s behaviour is ever-so-slightly different from a standard diesel. The engine is more willing to lug at low revs, upshifting at every opportunity – sometimes even when accelerating uphill.

That’s a result of the electric motor doing some of the heavy lifting to keep the diesel spinning, and it’s part of how Hino achieves the 20 percent fuel use saving.

It also flicks into neutral, with its coast function, downhill. This happens most on the motorway, or at higher speeds, as the truck seamlessly disengages the clutch but instantly recouples the driveline when power is required.

One thing we consistently notice in hybrid models is the AMT feels a little sharper. This is due to the electric motor filling the torque dip between gear changes, reducing the momentary power loss during shifts.

Braking is also slightly better in the hybrid, thanks to the regen that offers a bit of extra tug when slowing down. It isn’t anywhere near as powerful as the regen you experience in dedicated battery-electric vehicles – either passenger cars or trucks – but it’s noticeable.

The Kyokuto single car carrier is far easier to operate than we expected, with single-press lowering and raising via the hand controller. It’s close to foolproof, but because it slides down and onto the ground behind the truck you do need a fair bit of space to lower it.

It’s perhaps best suited to prestige vehicle transport or, in the case of this one, racecar recovery. In a day-to-day tow truck application, it’s not going to be able to load from the side or in tight spots.

The RAV4 we had on the back was sitting low and didn’t change the centre of gravity to a point where we noticed. It’s an easy to drive configuration with excellent rear visibility and no clanging or banging either. It’s clear the Kyokuto unit is top quality.

So, the Hino 300 Hybrid Electric is better in a few key areas than its purely diesel counterpart, plus it offers the obvious ESG benefits for fleets looking to embrace electrification. And the Kyokuto tilt tray is a seriously impressive body option, even if its application is somewhat niche.

If you want to take the electric plunge but can’t justify having to charge your truck daily or limit your driving distances, the 300 Series Hybrid Electric offers a best-of-both-worlds solution for your fleet.

Add the Kyokuto single car tilt tray body and you’ve got a seriously slick transporter solution, particularly if you want to cart exotic cars.

According to Hino Australia Product Strategy Manager, Daniel Petrovski, the company has sold around 10 of the 300 Series Hybrid Electric tilt tray setups, primarily to operators transporting hypercars and racecars that are too low for traditional carriers.

The as-tested price for this one is just shy of $200,000, but Petrovski is quick to point out that it has nearly $20,000 worth of lights fitted. A standard tilt tray option comes in at around $160,000 plus on-roads, which for a specialised tilt tray solution like this – underpinned by hybrid technology – is a compelling proposition.

It’s fair to say we want one…

GVM: 7995kg
GCM: 11,500kg
Engine: Hino N04C-WR
Power: 110kW at 2700rpm/470Nm at 1200rpm
Transmission: Six-speed automated manual transmission (AMT)
Hybrid system: AC Synchronous Motor (35kW) with Nickel-Metal Hydride battery
Warranty: Five years or 250,000km (including battery)