The Hino 700 Series range goes from the 10 models of the previous iteration to 19 models in the new range and this includes some higher power Hino options. Engines, previously only available as options in the 500 Series have now got some extra horsepower and are available in a 700 Series chassis.
“The new 700 Series is a massive deal for the Hino brand,” says Daniel Petrovski, Manager of Product Strategy for Hino Australia.”It puts a comma on the product renewal across our range, it’s stage one of what will be a multi stage 700 Series introduction. It will begin with an expanded model range.”
“It is a new truck, I think the only thing that remains from the old model is the chassis rails. All of the chassis packaging and accessories around the chassis rails have been updated. Plus, we now add in the nine litre engine.”
The 13 litre engine fitted in the new 700 Series from Hino sees an upgrade, the SH 1845 4×2 prime mover models will feature the E13C-BL engine with 450hp (331kW) and 2157 Nm (1591 ft lb)of torque on taap. Meanwhile, the 2848 6×4 prime mover, FS 2848 6×4 rigid and FY 3248 8×4 rigid models will get the E13C-BK engine with a horsepower rating of 480hp (353kW) but still with 2157Nm (1591 ft lb) of torque available. Maximum torque is now available in the 13 litre engines from between 1000 to 1500rpm. These updated 13 litre engines are paired with the ZF 16-speed AMT, the TraXon TX 2441TO.
All of these engines, both 9 and 13 litre options also have a Jacobs engine brake included, to further enhance the driving experience. On the 13 litre engines this retardation is further enhanced by the inclusion of a ZF Intarder in the driveline, with a maximum of 684 kW of retardation available on the more powerful option.
“The ZF Intarder is going to represent around 90 per cent of all of our customers’ auxiliary braking,” says Daniel. “with our brake blending button on the dashboard, the system calculates how much brake you are asking for, from how the brake pedal is pressed. It will use engine braking to bring the vehicle to stop, before it will introduce the service brakes.
“There are no manual transmissions available in these trucks. A number of years ago we made the decision that manual transitions were on the decline and with this range it was designed around automatic and AMT transmissions. This has been backed up by the fact that we haven’t sold a truck with a manual transmission in the last two years.”
Hino has moved to a rotary dial controller on the dashboard for the AMT, similar in design to that used on DAF and MAN trucks. This new controller is a major improvement on the previous large stick controller, which was situated in the former gearstick position. Flicking from auto into manual and intervening by the driver, to either go up a gear or down a gear, can now be done on a steering column stalk. This new controller means cross cabin access is much improved and more driver-friendly on this model.
On both of the new engines, the point at which maximum torque is reached has been brought down the rpm range. This means that fuel consumption will be decreased, when compared to the previous engines in the Hino 700. These new engines also use the, more slippery, dimpled cylinder liners, first introduced with the 500 Series, which further enhance the efficiency of the engine.