Hino 500 Series GT 1528: Review

The off-road truck market leader is Isuzu’s FTS 800, with back-up provided by the six-tonnes payload FSS, four-cylinder model and the three-tonnes NPS300. The principal competitor for the Isuzu F-model 4x4s has been Hino’s GT 1322 model.

As part of a concerted effort to gain more share of the 4x4 truck market, Hino introduced the 817 as an NPS 300/FSS competitor in 2017 and significantly upgraded the GT in mid-2020.

Where the GT 1322 gave away important concessions to the Isuzu FTS/FSS, the new Hino GT 1528 leapfrogs them, offering performance and equipment advantages over the FTS, plus more payload capacity and an optional longer wheelbase model.

Because it’s intended for use in demanding, dirty and remote vocations, the new 500 Series GT doesn’t have any of the electronic driving aids that road-going 500s do. It picks up only cruise control and ABS drum brakes, but even ABS is cancelled when low-range-4x4 is engaged.

The electronic traction control fitted to 4x2 500 Series Hinos is replaced by a simple NoSpin rear axle diff centre.

In the cabin, the only upgrade from the 4x2 500 Series is a newer infotainment display screen, with reverse camera display and GPS navigation.

In a comparison with Isuzu’s FTS 800 4x4 Crew Auto, the previous GT 1322 had closely-matched specifications, but detailed examination revealed that Isuzu had the on-paper performance edge.

Engines were common-rail, turbo-intercooled, with exhaust gas recirculation and particulate filters to comply with ADR80/03 emission regulations. However, the Isuzu engine had marginally more displacement – 7.8 litres vs 7.7 litres – and more power and torque: 191kW/761Nm vs 158kW/637Nm for the Hino engine.

Both trucks had the Allison 2500 Series, torque-converter automatic transmission, but Isuzu used the double-overdrive six-speed version and Hino had the single-overdrive five-speed. The Isuzu used higher-ratio, lower-speed final drives (6.5:1) compared with the Hino’s 5.4:1 gear-sets and so had more gradeability in low-low.

The Isuzu had full-time-4x4 operation, on and off road, with a manual lock for the centre differential. The Hino had no centre diff and part-time 4x4, making it operate in two-wheel drive on high-friction surfaces. The Hino had to be stopped to engage high-range-4x4.

Both vehicles had two-speed transfer cases that were engaged at rest, but the Isuzu’s slower-speed final drives gave it more gradeability (60 per cent) at GVM.

The GVM honours also went Isuzu’s way, with a rating of 13.9 tonnes, compared with the Hino’s 13 tonnes, but both trucks had identical 9.2-tonnes rear axle capacity ratings. The Isuzu’s front axle was rated at 5.2 tonnes vs the Hino’s 4.7 tonnes, but a plus for the Hino was a frame section that was higher, wider and thicker than the Isuzu’s.

Handling and ride quality was better in the Isuzu, which had taper-leaf front springs. Also, the Isuzu engine’s torque advantage gave it better highway performance.

To challenge the market leader, the equipment and performance targets for Hino’s GT were stark and the company has met or exceeded every one.

Starting at ground level, Hino engineers upgraded the front and rear axles, increasing capacity to 5.5 tonnes and 10 tonnes, respectively. The short multi-leaf front springs were replaced by longer taper-leaves.

The long-serving, reliable JO8 six-cylinder iron-set was retained, but with performance increases that had already been proved in 4x2 Hinos. In JO8E-VD form it put out 280hp (206kW) at 2500rpm, with peak torque of 824Nm at 1500rpm. When we drove the GT 1322 we reckoned it needed around 100Nm more torque, but for the GT 1528 Hino supplied 187Nm more!

The upgraded engine doesn’t need AdBlue for emissions control, relying on EGR and a DPF.

The increased grunt necessitated some transfer case upgrades, but these happened inside the existing casing. (Interestingly, the smaller Hino 817 4x4 uses the same transfer case as the GT, but doesn’t need the upgrades incorporated in the 1528 version.)

Hino retained the GT 1322’s gearing ratios, but greatly increased torque improved the GT 1528’s gradeability to match Isuzu’s 60 per cent … and at a higher GVM.

Although it retained the GT 1322’s part-time-4x4 system the GT 1528 could be switched between 4x2 and 4x4 on the run.

Hino tied sandbags on the back of a short-wheelbase GT 1528 tray and we tooled around town, on secondary bitumen and gravel roads, and on highway. Because the truck had almost no kilometres on its odometer and because we intended to do some serious off-roading with it, we confined all-up mass to around 10 tonnes.

As with its predecessor, the first trick was actually getting into the GT, sitting on its standard 11R22.5 tyres. Fortunately, there were grab handles, a wheel step and an access step, but the truck needed an additional step below the standard ladder. Ditto with getting into the crew seats, via the rear doors.

Although it was a tall beast, at 2995mm to the rooftop, the Hino was actually 90mm lower than the FTS.

Ergonomics were very good, with major controls positioned in easy reach of the driver. The driver scored a standard ISRI 6800 seat that adjusted every conceivable way and had an integrated seatbelt – very important for an off-road vehicle. The six passengers didn’t fare so well, with fixed seats and the one front and two inboard rear positions came with lap-only seatbelts.

The Isuzu FTS has an air-suspended front passenger seat.

Hino adopted a T-bar transmission selector, which worked logically except for the position of reverse, in the slot where car drivers would expect to find ‘park’.

Hino’s latest multi-media system had an easily-viewed double-DIN screen.

A part-load in the tray civilised the ride somewhat, but the Hino GT was a typical Japanese traction truck: firm for the initiated, who know what to expect and bloody rough for novices. However, while the taper-leaf front springs eliminated some of the GT 1322’s ride harshness the telescopic dampers weren’t Dakar spec’, so their efforts to control spring action were limited.

In 2020, ‘GT’ in Hino’s world still stands for ‘Get There’; not ‘Grand Touring’.

Like its Isuzu equivalent the Hino was built to get there and back, not necessarily in the greatest comfort. We’ve driven some European off-road trucks, fitted with long, taper-leaf springs that gave a more comfortable ride, but these vehicles were a lot more expensive than the Japanese models.

The Hino GT’s firm ride translated into flat handling on smooth surfaces and steering action was precise and well-assisted. Braking was powerful, without any grabbing or nose-diving.

The engine-transmission match was excellent and the slick-shifting Allison made the GT 1528 operate like a big car. With some loosening up, we reckon it would spend most of its highway life in fifth gear, even at GVM.

Automatic-transmission trucks normally have poor engine retardation, but the GT’s engine-transmission programming was well done: dial in the exhaust brake on a downgrade and the transmission went for successive downshifts, maximising engine braking power. It was almost too much in some highway situations, requiring a move of the exhaust brake lever to limit retardation.

Noise levels were so low, it was handy to have the nav system’s speed-limit advice when entering towns.

The headlights were very, very ordinary, so driving lights would be necessary for those venturing on bush roads after dark.

On gravel roads the GT 1528 handled well and when the going got slippery we simply pressed the dashboard button to engage 4WD. In high-range 4x4 mode the truck was directionally more stable on sandy and muddy surfaces.

For serious off-road work the next stage was to engage low-range, by stopping the vehicle and selecting the ‘tortoise’ button on the dashboard. Low-range engagement was confirmed by the tortoise icon replacing the hare icon on the instrument panel.

In muddy conditions we appreciated the NoSpin rear diff that controlled across-axle wheel-spin.

The GT1528 climbed very easily in this mode, but hill descent was trickier, because even in low range, the overall gearing wasn’t sufficient to hold the truck to walking speed on very steep descents. Thankfully, the air supply was sufficient to allow ‘cadence’ braking to control downhill speed without depleting the air supply, unlike in its predecessor, where the low-air warning light and buzzer frequently came on.

Fuel consumption is difficult to asses for vehicles like the Hino GT, because their load factors and duty cycles vary widely. Our part-load test over freeways, secondary roads and off-road trails resulted in an average 20 litres/100km (5km/litre).

The Hino 500 Series GT 1528 is a good performing and handling medium 4x4 truck that could do with more ride quality refinement and a single-wheel option.

However, after playing specification ‘catch-up’ to the market-leading Isuzu FTS/FSS range for years, the new Hino now outranks them.

Specifications:
Hino 500 Series GT 1528
Engine: Hino JO8E-VD, 7.7-litre, common-rail, six-cylinder turbo-diesel
Horsepower: 280hp (206kW) at 2200rpm
Torque: 824Nm at 1500rpm (800+Nm from 1400rpm to 2400rpm)
Transmission: Allison 2500 Series, five-speed automatic
Transfer case: ZF VG two-speed with 2:1 low range
Fuel capacity: 200lt
Emissions: Euro 5, EGR and DPF
GVM: 14,500kg (optional 12,000kg)
GCM: 15,000kg
Cab: Single or crew cab (crew cab tested)
Suspension: Taper leaf front/ multi-leaf, two-stage rear springs
Axle ratio: 5.43:1 with NoSpin rear diff centre.
Brakes: Drums with ABS
Headlamps: Halogen
Safety: Driver SRS airbag; GPS navigation with speed advice and ‘live traffic’; cruise control
Seat: Air suspension (driver only)
Hino warranty: Three years or 150,000 kilometres and corrosion perforation warranty for three years.