Review: Fuso FV54

Name: Review: Fuso FV54
Brand: Fuso

Whether it's out in the bush or doing urban deliveries, this Fuso Heavy rigid makes sense in more ways than one

Truck manufacturers used to be extraordinarily possessive about their independent engine technology. A key part of brand emphasis was opening the bonnet, or tilting the cab and seeing the same brand on the engine as on the cab nameplate.

Then emissions regulations hit hard and Mack went bust, unable to get the old engine up to standard with a bank balance more like a petty cash tin. Across the horizon charged the (Swedish) cavalry, blowing Volvo’s rescue bugle, and America’s most iconic brand was saved, albeit with a new entirely Volvo driveline.

Since then, the big three global engineering brands, Paccar, Volvo and Daimler have expanded the technology sharing across their ‘colonial’ entities.

The spread of global technology across these three builders means Paccar’s DAF-developed MX-13 engine is doing well in Kenworths, and Volvo’s current engine technology is turning UDs into trucks that are better than they set out to be.

Fuso has been using Mercedes-Benz power in its Heavy models for a couple of years now. I drove the first models a couple of years ago, and as there have been several refinements since then, it was time to re-visit the latest version and see how the integration is working.

That’s what found me picking up an FV54 extra-long wheelbase for a review and road test. The truck had a steel tray on it and was destined for a stock crate to demonstrate to the rural sector.

Fuso’s Heavy is an attractive cab from the outside – smooth in all the right aerodynamic places and with enough mouldings to give it character. Even in standard white, the Fuso Heavy won’t be mistaken for one of the Japanese brands.

Following the Mercedes-Benz lead, the cab has a very high floor height. So I was surprised when I got in to see a huge plastic centre console that took up all the space between the front seats and rose to nearly elbow level. The console has four storage compartments, three of which have lids, so it’s certainly functional. Nestled in one of the nooks and crannies was a panel of switches for airbags, cab light, diff locks, crawler reverse, and a switch to enable a start in either first or second – the transmission defaults to start in third.

The downside was that it turns the Japanese half-sleeper into little more than storage space as it’s quite a climb to get into the back. I’m built like a pretzel and found it difficult. A driver of more generous proportions would struggle, and eventually crack one of the hard plastic lids, even with a pudgy knee. Fortunately the steering wheel can be leant all the way forward, making access and moving around a lot easier.

Once in the driver’s seat though, the height of the ISRI gives the driver excellent vision, and when mated to a turning circle that was so unexpectedly tight for an ELWB rigid that it provoked a "Wow," as I turned around a vacant block, equates to this Fuso being perfect for a cluttered farmyard or container depot.

All the Heavies in the Fuso range now include the new multi-media centre, providing Bluetooth, satnav (with truck mapping), digital radio, the obligatory smartphone interface and a DVD player. The display can accommodate up the three cameras located around the rig.

Instead of the usual heater/aircon unit in largely metro trucks, the Fuso has a full climate control system – set and forget. Additionally, the sound system speakers are a lot better than I expected on a heavy-duty work truck.

Once on board and with the 12-litre OM457-T3 engine fired up, I set the flat main mirrors and convex spotters (all heated) and seat settings the way I liked them, flicked the canted selector lever into ‘drive’ and moved off.

On the road, the driveline’s pedigree shines through, with an engine that sounds rattley on idle and has light throttle settings but turns silken smooth and quiet under power. The six-cylinder has 400hp (the test unit had a 455hp badge on by mistake) and 2000Nm of torque, so is more than powerful enough for the grunty roles this configuration is aimed at.

However, application of that power and torque is a matter for the transmission, and the 12-speed ’Benz PowerShift transmission – named Inomat-II for the Fuso – is a vastly different animal from the slick piece of kit in the Actros.

In spite of all the hardware from Germany, the software has clearly been adapted for the Japanese preference of fixed change points and gear usage no matter what the load. The test truck only had around two and a half tonnes of weight in the steel tray body, but the transmission insisted on shifting to a full gear at each change. As I left traffic lights I was getting mugged by a B double that was skipping gears. It meant for more changes than necessary and actually slowed progress.

Once into the top three gears however, things smoothed out, and with a full load on board the determination to stay within rigid change points would be appreciated and provide steady progress up hills and in traffic. But drivers who drop containers all day will be using the manual shift gate on the empty return run to reduce delays and keep the engine in the wide green band between 900 and 1500rpm, where the fuel-efficient torque output heads south and power takes over.

Mechanically of course, the box has the reputation of being utterly reliable, but the Japanese Inomat-II adaptation hasn’t got the level of smarts as in the PowerShift set-up, which in my experience reads road and load conditions expertly.

I think there’s a committee of tiny Japanese engineers in there, insisting that the change points do not stray outside very tight parameters.

Nonetheless, the 12-litre SCR ’Benz engine is a perfect fit for the expected applications, and delivers 24 per cent more power than the old Fuso donk it replaces.

Fuso’s engine brake is a heavy hitter. It’s in four stages and the system drops gears rapidly to keep the rpm up in the maximum setting. I really didn’t need to go anywhere near the brake pedal until coming to a complete stop. It’s so far ahead of the Japanese versions, which are often pointless.

As for the service brakes, the anticipated metro application keeps things simple with Fuso drums all round. ABS plus ASR are standard.

The rear suspension is one of the areas where Fuso will exploit price opportunities. Instead of a branded bogie-drive rear axle and suspension set-up, Fuso uses its own road-friendly rear end, which is well known in the industry as a robust set-up. The trailing arm air suspension with dump control keeps even an unladen truck smooth on the road.

Fuso is known for making sure there are no front end failures in its Heavy range, and the 1500x90mm long taper leaf springs do the job adequately in unladen form.

All in all, Fuso’s heavy-duty Heavy ticks the most important boxes for a metro rigid application, with the significant advantage that it undercuts its European brothers by nearly $30,000.

This package means Fuso can attack these markets with some optimism.

Specifications:

Engine: OM457-T3 12-litre in-line six cylinder

Power: 400hp

Torque: 2000Nm

Emissions: Euro V

Std transmission: Fuso Inomat-II 12-speed AMT

Configuration: 6x4

Tare: 8065kgs

GVM: 24,000kgs

GCM: 50,000kgs

Wheelbase: 6380mm