Enter the new Hino 300 Hybrid, a development of the original 50 Hybrids, now using the current production 300-Series chassis, incorporating a Euro 5-compliant engine supplemented by a revised electronic power unit with improved controllers and charge storage.
Known as the 714, or 6500kg GVM with a 140 horsepower engine, the new Hybrid takes its place as a regular production variant, able to be ordered from any Hino dealer.
ATN had a brief drive of the Hybrid when it was first launched, which involved a north-south crossing of Sydney without using any toll road or freeway, driving from Taren Point to Warringah, and visiting such sites of local interest as Rockdale, Marrickville, Broadway and Ultimo, before enjoying a refreshing latte at our destination.
Since then however, the Hybrid has remained a mystery, with TNT’s decision to introduce them to suburban operations the biggest news of 2008.
That is not to say the Hybrid has disappeared, only that it has dropped off the front page and become a handy weapon in Hino’s armoury.
That was until a chance conversation revealed a 714, bodied as a tipper, sitting at Gold Coast Hino, less than an hour’s drive from ATN’s Brisbane bunker.
The best part about making the Hybrid a regular production unit means it now shares virtually everything with the other models in the range, including the cab design, which has proven to be one of the more spacious under 8-tonne GVM trucks currently available, but even more importantly, almost all of the switchgear is interchangeable, with the exception of the idle-stop system, unique to the hybrid, but more on that later.
For now, be reassured, that just like the other 300 Series trucks, the Hybrid offers plenty of head, shoulder and leg room, room for three across the bench seat, although the middle seat can be flipped up to create storage space as well transforming into a worktable with cup holders, which came in mighty handy during our test.
The other equipment was as we expected, including standard airconditioning, hill start assist, AM/FM/CD stereo, with twin extendable antennas for good signal capture, a big windscreen with a nice wide field of view, and an ergonomic layout of the switchgear.
There is also an exhaust brake, with column mounted switch, and nice big mirrors that not only provide an excellent field of view, but they are positioned to reduce blind spots, a lesson a couple of other manufacturers would do well to learn, and also fold back into the body to reduce the chance of cyclists and others riding into them while parked.
Importantly for a truck bodied as a tipper, the flooring is hard-wearing, yet non-slip, vinyl, so even if you are out in the mucky stuff, there are no guilty feelings about climbing in with dirty boots, although the saw-tooth edging on the cabin step helped scrape the worst off our boots.
Invariably, the first question asked by one of the many curious bystanders when they see the Hybrid badging is ‘How does it work?’
My answer: ‘Pretty well, actually!’
Hey, I never claimed people skills on my CV!
In reality, this usually saw me move into teacher mode, explaining how the prime mode of motivation remains the 4.0-litre, direct injection four cylinder turbocharged and intercooled diesel engine, except there is also 36kW, 288 volt electric motor to provide an extra kick in the pants when required, such as on take-off and when climbing hills.
Best of all, the electric motor is invisible, and inaudible, during regular operations, as it takes the place of the flywheel, positioned between the engine and gearbox, which is how the regenerative braking system – like the Kinetic Energy Recovery System (KERS) used in Formula One car racing – works so effectively.
While the driver is accelerating, or has their foot on the accelerator, the electric motor spins in the same direction as the crankshaft, and neither the driver nor bystanders would be aware of anything unusual.
However, take your foot off the accelerator, and everything changes – big time!
Suddenly the electric motor becomes a generator, and reverses direction, which just happens to help slow the crankshaft, thus slowing the truck quite markedly.
Indeed, in our experience, there is virtually no need to use the brake pedal when driving normally, as the combination of exhaust brake and electric generator pretty much take care of the stopping duties, despite the presence of all-wheel disc brakes.
What happens is the generator spins to produce electricity, which is then stored in the nickel-metal hydride battery, ready to be used the next time the truck tackles a hill or needs a little extra kick of acceleration.
All of these areas have been improved over the original Dutro-based Hybrid, with the electric motor/generator now weighing just 40.8 kg, more than 17kg lighter than the previous version, while the inverter, which converts the Direct Current (DC) battery power into the Alternating Current (AC) power needed by the electric motor, is twice as powerful as its predecessor, yet 500 grams lighter.
Most importantly from an operator’s perspective, the hybrid drive system is a sealed unit that needs no special attention or servicing, in fact Hino actively discourages people from touching it, so in terms of day-to-day operations, it is no different to its 716 or 718 bretheren.
With a tipper body on the back, there was only one place to go, and that was straight to the landscapers, where we loaded up about 2.5 tonnes of gravel and took it for a spin.
Despite weighing in around 5 ½ tonne, the first thing you notice is the Hybrid is still a reasonable spirited performer, with the green light coming on to let us know the electric motor had joined the party.
While it was not about to race off the Kia Rio at the traffic lights, the Hybrid was not struggling along as though it was only firing on three cylinders, and that is the key.
Even with a decent load on board and belting along at a sustainable 70km/h, the Hybrid is still only putting out the same emissions as a 4.5 tonne truck.
This is because the electric motor takes away the need for a 6-litre engine, even under full load the combined 4-litre and electric motor are providing the same performance, but without the fuel consumption or exhaust emissions, and when it is not loaded, the diesel motor is more than capable of doing the job.
And don’t ever fall into the trap of trying to out-brake it, you will be suddenly very embarrassed.
This is because of the regenerative braking mentioned earlier, which, in combination with the exhaust brake is probably offering the same level of retardation as a much bigger engine fitted with an engine brake.
In a couple of tests while hauling the gravel, we found the hybrid would stop under normal circumstances in roughly the same distance as a passenger car, even emergency stops can be carried out with real confidence.
Hino engineers put a lot of thought into making the 714 Hybrid as fuel efficient and environmentally friendly as possible, and one bright idea they hit on is idle stop.
With plenty of documented research showing how much fuel is wasted, with the attendant level of exhaust emission generated, if a truck is left to sit idling for any length of time, those clever boffins at Hino found a way to shut the engine down at traffic lights.
Simply push the button on the lower left of the dash marked ‘Idle Stop’, then pull up somewhere with your foot on the brake, and then put the transmission into neutral and release the clutch – silence, as the diesel engine shuts down.
To restart, push the clutch in, the electric motor spins the crankshaft up to 400rpm, a nice healthy restart speed, and bingo, you are back in business.
Admittedly this is not always a good thing, like if it is 30 degrees outside and you are in the middle of a dust storm, in which case niceties like airconditioning become compulsory, just like the day we tested the Hybrid.
In this case, just leave the Idle Stop button in the off position, and you would never know it was there.
However, Hino have recognised the need for airconditioning even when the engine is off, and word is they are developing an electric aircon unit, including fans in the cabin, so that even if the engine is off, the driver stays cool.
This is possibly where one of the biggest misunderstandings about the Hybrid comes from, most bystanders see the twin batteries for the starter motor, lights, radio and so on, and assume this is where the power for the hybrid drive comes from.
There are two separate electrical systems involved, one is the 24 volt power for the regular vehicle electrics, which is the same as every other Hino 300 Series, and then there is the Hybrid system, which exists only to help the diesel motor with acceleration, and which draws its power from the regenerative braking system.
Owing to the significantly different voltages involved – 24 volt versus 288 volts – the two are completely different, and one cannot power the other.
In the meantime, operators keen on encouraging drivers to take advantage of the idle stop function could do well to institute fuel efficiency competitions, so that drivers will do everything they can to drive the hybrid the way it is intended.
That is probably the key to the success of the Hybrid, it has to be used in the right application, otherwise it can become a very expensive failure.
For example, when we picked up and then returned the Hybrid, it involved 50 minute plus of continuous highway driving at 100km/h, which is not much fun in a truck with a tall diff ratio designed to help acceleration but which is completely out of its depth on the highway, even in top gear the engine was pulling 2000rpm, rather than the 1200-1500rpm that is its most economical.
Also, because it was constant, there was no chance for the electric motor to help out, so it was basically windmilling inside the bell housing, doing no good at all, if this is the sort of work you do, then stick with the 716 or 818 diesels, they are ideal for that type of work.
However, once we were in the landscapers and loaded up, doing runs around suburban streets and in and out of job sites on a couple of convenient housing developments, it was a different case.
With a maximum speed of 80 km/h, and most between 50 and 70, as well as traffic lights, stop signs and even a couple of roundabouts, plus driveways, the regenerative braking was doing its thing, with the little blue ‘ECO’ light threatening to burn itself out it was getting such a heavy work out, the same as the ‘Assist’ light telling us the electric motor was helping us out, going up hills, pulling out from house blocks and obeying traffic lights.
Although the Hybrid is still relatively new to the market, with limited ‘whole of life’ data available, anecdotal evidence from operators who have tested them is that it takes a couple of years of operations to recover the extra cost of adding the hybrid drive system, however they are confident the reduced brake wear, including pads and rotors, courtesy of the regenerative braking, should result in once less brake change, which in itself is a big saving.
So there you have it, the Hino Hybrid, no longer a gimmick aimed at attracting attention but a genuine workhorse capable of holding its own in the right application, with real environmental credentials.
SPECS
- Make/model: Hino 300 Series 714 Hybrid
- Engine: Diesel Hino NO4CTN 4-litre turbocharged and intercooled four cylinder with direct injection with EGR emission control
- Transmission: 6-speed manual, driving rear wheels
- Gross Vehicle Mass: 6.5 tonnes
- Gross Combination Mass: 10 tonnes
- Good points: identical to other 300 Series models, familiar controls, good cab space, simple to drive, regenerative braking, environmentally friendly.
Check out the specs indetail of the Hino Hybrid right here.