Hino 700 Series 2848 vocational rigid: Review

We’re used to Japanese trucks being pretty much look-alikes, but in recent years the pattern has changed somewhat. With Volvo’s ownership of UD and Daimler’s control of Fuso, those Japanese brands have access to global technology, making it tough on Isuzu and Hino; particularly at the heavy end of the market.

Complicating the situation are Japanese domestic and export markets that are rigid-truck dominant (Japan still has a 24-tonnes GVM legal limit for trucks carrying divisible loads) and aren’t demanding state-of-the-art truck technology.

That puts Isuzu and Hino in something of a ‘cleft stick’, in that they need to finance R&D that competes with the Euro-owned global giants, while also satisfying less-tech markets and the third world.

Related reading:
Hino 700 Series SS 2848: Review
Hino 500 Series Standard Cab: Launch Review
Hino FM 2635: Review

That’s probably why the Hino 700 Series has remained largely unchanged for 12 years.

However, powertrain technology has marched forward apace in that time and some competitor engines match the Hino’s 13-litre outputs of 353kW (480hp) and 2157Nm from only 11 litres’ displacement. These engines certainly weigh less and may use less fuel.

Like everyone, Hino had to modify its engines to meet 2008’s ADR80/02 emissions regulations and chose common-rail, high-pressure injection, exhaust gas recirculation (EGR) and turbocharger technology to achieve that. In the process, the power level of the E13CVA version went up 6.6 per cent to 353kW (473hp) at 1800rpm and peak torque remained the same at 2157Nm at 1100rpm.

On paper this looked like little in the way of change, but the power and torque curves from the 13-litre, overhead-camshaft six were ‘fattened’ considerably with the result being improved flexibility and response. The standard Jacobs brake that had been introduced in 2004 continued.

While the Hino 13-litre mightn’t be the tare-weight-saving, cutting-edge engine it was back in 2008 it still has appeal to operators who aren’t completely tare-weight dependent.

A 2019 initiative is the replacement of the previous-generation ZF-sourced automated transmission (AMT) option with the latest ZF TraXon 16-speed box. The newer box has an integrated ‘Intarder’ hydraulic retarder, a very useful 14.68:1 bottom cog and a single, 0.82:1 overdrive. As before, Eaton 18-speed manuals are optional.

Our previous Hino 700 Series tests have been in high-roof 2848 prime movers, hauling tri-axle curtain-side trailers: one with an 18-speed and the other with the previous ZF AS-Tronic AMT. With the Eaton-equipped truck I found the Jacobs brake provided adequate retardation at 42.5 tonnes, so the AMT’s three-position Intarder was almost overkill, although necessary for B-Double work.

The Hino 700 Series’ cab isn’t really showing its age and matches the Europeans for ergonomics, noise and fit and finish. Seating used to be its big let-down, but the latest ISRI 6860/870 is a pearler, with multi-adjustability and an integrated seat belt.

The 700 is probably overdue for a specification lift, just as the 500 Series has received. The 500 can be had with vehicle stability control; ABS; pre-collision system (safety eye camera, autonomous emergency braking and pedestrian detection); traction control; lane departure warning; proximity warning; adaptive cruise control; reversing camera; lane-change cameras and tyre pressure monitoring. Of that lot, the 2019 700 has only ABS and a reversing camera.

Disc brakes? Only on Hino 300s.

The FS 2848 AMT AIR 6267 test truck was a very long wheelbase 6x4 rigid, unashamedly aimed at cattle-carting, where discretional loading in some jurisdictions allows full employment of the truck’s 28-tonnes GVM.

It could also haul a short pig trailer, within the allowable 19-metre OAL rule. Trailer weight would never be an issue with a truck that retains the prime mover version’s 72-tonnes GCM rating.

In keeping with the stock carting theme our test load was hay bales, destined for drought relief.

Suspension was taper-leaves up front and Hendrickson HAS 460 air/leaf rear. The tandem had a power divider lock and rear-axle diff lock.

The test truck was built on a 10.9-metre frame, giving 9.18 metres of nominal body length, on a 6267mm wheelbase. The 700’s pre-drilled chassis allowed Hino to move the spare wheel and toolboxes to the rear of the frame, for optimum weight distribution.

Pre-trip checks on the Hino 2848 were easy, after the aluminium bull-bar was dropped. The front grille panel lifted up on gas struts to reveal the coolant and washer reservoirs and the sump dipstick. The cab tilted electro-hydraulically and the pump access panel could be released only after the grille panel was lifted. That cross-linking should save a few busted grilles.

The engine bay layout was neat. Cast, curved aluminium pipes and straight hose sections linked the turbo to the intercooler and the manifold. The aluminium pipes had cast-in lugs that allowed tidy, secure mounting.

The EGR hardware was split into two well-crafted, cooling heat exchangers that were fed from both ends of the exhaust manifold.

The cab returned to the driving position as easily as it tilted, then locked onto its four-bellows air suspension with mechanical and hydraulic certainty.

Entry and exit was via three serrated steps that offered excellent footing, with two grab rails. There was no chance of getting hung up on the door pocket, because it was tiny and faired into the door trim. Fortunately, a roof glovebox swallowed the stupidly fat Australian Professional Driver’s Work Diary.

Comfort was assured for most drivers by a multi-adjustable ISRI seat and a steering column that adjusted for rake and height, but leg room may be restricted for the over-two-metre brigade.

The compensation for limited seat travel was a wide bunk in what was an ‘extra-cab’ not a sleeper. The bunk width could be enhanced by a couple of booster cushions that clipped to the bunk when the passenger seat back was tilted forward. It would make a handy couch for blokes waiting in warehouse and container queues.

Ergonomics were first rate, with all controls and switches in easy reach. I particularly liked the mirror control layout, with well-separated knobs for the spotter and plane mirrors.

The pedal actions were well-matched. The go-pedal wasn’t too heavy or light and didn’t ‘bounce’ engine revs on rough roads. The stop-pedal action was powerful and progressive, but needed only for final stopping, thanks to the power of the Intarder.

The engine was highly responsive at our test weight of only 21 tonnes and fuel economy for Sydney-Brisbane of 3.14km/L reflected its effortless performance. However, our previous tests at 42.5 tonnes gross mass showed that the 2848 was often happy with a half-gear downshift on highway grades and even in steep country I didn’t ever need more than a whole gear drop at a time.

Warm weather didn’t provoke the fan into action at the low test GVM and on previous 42.5-tonnes-GCM tests it rarely kicked in. (When it did, it was much quieter than the fan in the 500 Series!)

The 2848 got up to highway cruising speed quickly and hit the ton with around 1700rpm on the clock. Gradeability was excellent and freeway undulations were handled in 16th most of the time.

Handling was well-controlled and predictable, with little cab sway, but the steering felt a tad light, without much cornering force feedback. Ride quality was very smooth.

Vision was as good as it gets. Large glass areas with triple windscreen wipers and superb, shake-free mirrors combined to give an excellent view of the outside world.

I deliberately took the Hino into some very tight situations and never found a vision blind spot. Dead-astern was covered by the reversing camera. The good vision combined with a tight turning arc to allow accurate turning and backing into and out of narrow lanes.

The Hino 700 2848 could do with features that Hino skites about in its 500 Series, but it’s a good-performing, beautifully made truck with an impressive three-year/500,000km warranty (five years/750,000km on the engine).

It will be interesting to see if the vocational model we evaluated has success in the heavy rigid market. Pricing will pay a large part, we think.

Specifications:
Model: Hino FS 2848 AMT AIR 6267
Engine: Hino E13C VG with Jacobs Brake
Horsepower: 480hp (353kW) at 1900rpm
Torque: 1590lb/ft (2157Nm) at 1100rpm
Gearbox: ZF TraXon TX441TO AMT with Intarder
Fuel system: Electronic common rail; 390 litre tank
AdBlue: 28 litre tank
Electrical: Brushless 24V 90A alternator; 12V x 2 150Ah batteries
Front axle: Meritor MF781 7.5-tonne rating
Front suspension: Taper leaf rated at 7.5 tonnes
Rear axles: THD 18 tandem drive; rear axle diff lock
Rear axle ratio: 3.9:1
Rear suspension: Hendrickson HAS460 air/leaf
GVM, GCM: 28.3 tonnes, 72 tonnes
Tare: 8.65 tonnes
Brakes: S-cam ABS drum brakes with auto slacks; single-cylinder air compressor
Windscreen: One-piece panoramic
Mirrors: Four heated and powered plane and spot
Interior: Vinyl upholstery package
Seats: ISRI6860/870 driver’s seat and fixed passenger seat, plus centre ‘jump’ seat and sleeper bunk
Extras: Polished aluminium bull bar, Satnav