Hino nine-litre FR2632 distribution 6x2: Review

You could be forgiven for thinking that the latest iteration of the Hino 700 is a mere facelift, but you’d be wrong: the cab looks the same, but isn’t; and mechanically, only the chassis rails, engine blocks and connecting rods are carry-over items.

Evolution, not revolution, is in play here.

The upgraded Hino nine-litre, AO9C engine meets Euro 6 emissions requirements, in response to customer demands, despite the recalcitrant Commonwealth Government’s resistance to its implementation before 2027.

The exterior of the new 700 is a familiar shape, but all the interior structure and exterior panels are new. This was necessary to allow more driver’s seat rearward travel for longer-legged drivers and to lower the driver’s hip point by 15mm to better suit shorter drivers. The new driver’s seat is ISRI’s top-shelf 6860 NTS2 model.

The reshaped cab frame allows fitment of a new four-point cab suspension system and also allows a ‘staircase’ entry step design that makes entry and exit easier and safer. The cab has redesigned pre-trip checking, with all fluid levels easily scanned by lifting the front flap.

Another significant advantage of the new cab structure is that it permits a 120mm-lower-height cab variant that sits on top of the nine-litre engine. This cab has a three-bar grille, compared with higher cab’s four-bars.

Fitting into this ECE R29 crash-compliant cabin is an all-new interior, with ergonomically-designed dashboard that houses a 175mm (seven-inch) multifunction display. The controls are closer to hand than previously, because this is Hino’s first interior that doesn’t have to accommodate operating space for a manual gear lever: all new Hino 700s have automated manual or fully-automatic transmissions.

Climate control aircon/heat is standard across the 700 range.

A full-width bunk is fitted behind the seats and the snooze area can be upgraded to ADR42 requirements.

A new cab shell and dashboard also allow plenty of space for updated electronics packages, including a newly-adopted Driver Monitor camera that’s integrated into the A-pillar moulding. This camera scans driver eye and head movements and warns of any inattention or dozing.

The Driver Monitor is also linked to what Hino calls a ‘staggering’ warning, where the 700’s lane-monitoring camera warns the driver if the truck is meandering within its lane.

Those new features are added to the Hino SmartSafe suite that’s common to the smaller 300 Series and 500 Series Hinos: pre-collision system (PCS) with autonomous emergency braking (AEB); pedestrian detection (PD); lane departure warning system (LDWS) and vehicle stability control (VSC). A reversing camera is standard on all Hino 700s and three additional cameras are optional.

Using the truck’s forward-facing radar and camera, PCS scans the road in front of the truck and warns the driver visually and audibly if it detects an imminent collision. Should the driver fail to respond with braking effort, PCS activates the AEB.

This new range sees Hino’s world-class dynamic safety suite fitted standard across its entire 300, 500 and 700 lineup. The only exceptions are 4x4 models and 700 8x4s. The latter, Australia-only models are still being calibrated and are due for the SmartSafe addition in 2022.

Hino upgraded the 700’s braking system to incorporate the new safety features. Electronic braking (EBS) supplements the fall-back pneumatic signal line to the brake modulator valves with an electronic link that’s much faster.

EBS is also reactive to axle weight and has a target retardation figure in response to brake pedal pressure, so braking is consistent.

Also helping brake response is Hino’s tapered-roller, mechanical actuator design that’s lighter than S-cams and uses less air volume. Hino seems to be under no customer pressure at this stage to adopt disc brakes.

The nine-litre AO9C engine is familiar to Australian operators, but the Euro 6 versions have significant upgrades, including all the kit needed for Euro 6 exhaust gas emissions compliance: diesel oxidation catalyst (DOC); diesel particulate reduction filter (DPR) and selective catalytic reduction (SCR).

The AO9C-VP engine is rated at 320hp (235kW), with 1275Nm of torque at 1100-1600rpm and has a Jacobs brake as standard. It’s mated to Allison’s 3200, six-speed automatic torque converter transmission.

This powertrain is fitted to FH 1832 4x2, FR 2632 6x2 and FS 2632 6x4 models, while the FY 3036 8x4 model scores the more potent 360hp/1569Nm engine variant and an Allison 4440 transmission.

The AO9C-VN engine is rated at 360hp (265kW), with 1569Nm of torque at 1100-1600rpm. It’s mated to a heavier-duty Allison 4440 six-speed torque converter automatic transmission and is fitted to the FY 3036 8x4 model.

Unusually, Hino has opted for torque-converter-only, fully-automatic transmissions in its nine-litre range. No manuals or automated manuals are offered.

The evaluation truck was an optioned-up FR 2632 6x2, with a standard wheelbase and 14-pallett curtain-side body. It was a brand new vehicle, loaded to around 18 tonnes GVM.

The options list included three additional cameras, GPS navigation, rubber floor mats and a dashboard mat.

Doing pre-trip checks on this truck was easy, with the front access flap raised.

The test truck came standard with a Hendrickson HAS rear tandem that had full ECAS features, including adjustable dock-height settings. (A tag axle ‘lift’ isn’t available, because it contravenes the current ADR, but that may soon change.)

Everyone who’s driven a 6x2 knows the hazard of having an empty truck get hung up on sites and in spoon drains. Hino has tackled that problem by making an across-axle differential lock standard. It’s driver-actuated via a dashboard switch and is best selected after turning off the VSC switch.

Getting aboard was easy, thanks to twin grab bars and the staircase step layout. Squeezing behind the steering wheel wasn’t quite so easy, unless the column was forward-adjusted.

Seat adjustment was multi-function, as you’d expect from an ISRI perch, but the seat back lacked shoulder support. The seat-mounted belt was comfortable to use.

Ergonomics were generally excellent and vision was as good as it gets. The mirror array included powered and heated, flat, main panes, convex spotters and convex ‘down’ mirrors on the edge of the roof panel that displayed the bumper bar and left-side front corner of the truck.

The mirrors were backed-up by an excellent multi-camera system that was let down to some extent by the position of the display screen on the dashboard, at the driver’s left. The optional cameras show what’s behind and to each side of the truck and this display should ideally be centrally placed, on top of the dashboard, where it could be more easily scanned.

The engine fired up happily and idled with almost no noise and no vibration. Touch-pad ratio engagement in the Allison box was literally at the driver’s left hand and selection came without any lurching. Lift-off was smooth and vibration-free.

Shift quality was car-like, despite the largish steps between the bottom four ratios. Fifth and sixth were both overdrives, with a small split between. More ratios would have been handy on the hilly freeway sections of our test route, but linehaul shift steps aren’t in the rationale of this truck.

On secondary roads, in metro conditions and when manoeuvring, the six-speed package was ideal.

The nine-litre pulled happily and the box’s shift logic favoured ‘green-band’, 900-1500rpm operation. The Allison held ratios for longer if the driver was pressing on, but generally up- and down-shifted in the green band.

Part of the driver-aid systems are lane-departure beeps and an ‘excessive acceleration’ chime. The former is cited by some drivers as an unnecessary annoyance, but, if you don’t like it, don’t be lazy about lane discipline!

However, the ‘excessive acceleration’ chime and display seemed somewhat over-reactive to even mild loud-pedal pressure. We all like to drive economically, but sometimes you have to build up speed quickly, to blend with traffic and you don’t need a computer giving you a tongue lashing for doing that!

Fuel consumption on this very hilly town and outer-metro test hovered around the 3km/litre mark.

The side-monitoring cameras were reassuring, because the heavens opened several times, making visibility tricky. The rear camera was useful when manoeuvring and I liked the fourth camera that showed what was happening inside the curtain-side body. The only issue was the need to look away from the road fractionally, to check the dash display.

The standard Jake brake gave powerful retardation, via a steering column wand that, in the interests of simplicity, had only one retardation setting. It operated quietly enough to use in metro areas without causing offence.

The Jake could be combined with the service brakes when required, by using the ‘brake blending’ switch on the dashboard. A push on the brake pedal brought the Jake and the wheel brakes into action simultaneously.

Ride quality from the taper-leaf steel front and air rear springs was excellent and handling was predictable. The only issue I had was steering being a tad vague in the straight-ahead position on cambered or lumpy bitumen.

Given its quiet performance, generally excellent ergonomics and sure-footed on-road behaviour the Hino 700 6x2 had a distinct ‘Euro’ feel about it.

Gone are the days when you had to excuse some dynamic dramas with the consolation: “That’s what Japanese trucks are like.” The Hino 700 is a class act that stands comparison in any respect with the world’s best.

In summary, the latest Hino 700 Series throws down the gauntlet to its competitors and also to some brands that mightn’t have seen Hino as a valid competitor.

Hino’s new rig for the 2022 Dakar Rally is based on the Hino US-market, bonneted 600 series truck that uses the 500 series cab behind a FRP nose and mudguard unit. The rear bodywork is combination FRP and aluminium.

The racing rig has the 700 Series’ nine-litre, but it has been tweaked considerably to pump out 789bhp (588kW) and 2295Nm. An electric battery/motor hybrid system contributes an additional 276bhp (206kW) and an unspecified amount of extra torque, available from zero revs.

This power runs through a six-speed automatic transmission, with full-time all-wheel drive. There's a centre differential lock and a transfer case that allows for switching between high- and low-range gearing.

An 800-litre fuel tank keeps the 8.6-tonnes truck going through the desert.

Note that it runs wide-single tyres that are not available from Hino for its commercial 4x4s.