Hino by a nose

Hino Motor Sales Canada next year will replace its venerable line of cabover straight trucks with a conventional-style vehicle it says matches COEs in manoeuvrability and sightlines from the driver’s seat.

In appearance, the truck is reminiscent of the Freightliner M2 or International 4000 series vehicles, with a broad windscreen and sloping hood. In Canada, there will be six truck models with chassis weights ranging from 16,000 to 33,000 pounds GVW. The line is divided into two segments: light-duty (16,000 to 18,000 pounds GVW) and medium-duty (23,000 to 33,000 pounds). Both use the same basic cab, but the light-duty truck has a shorter hood and narrower fenders.

Also, both use Hino’s J-Series diesels. Light-duty models get a four-cylinder engine (rated at 175 horsepower) while the others get sixes (220 or 260 horsepower). For 2004, the J-Series uses cooled exhaust gas recirculation, a common rail fuel injection system, and variable geometry turbochargers to meet emission standards.

Beyond that, Hino is using an array of North American components on the vehicle, including transmissions from Eaton (the six-speed SynchroShift) and Allison (a five-speed automatic); ArvinMeritor rear axles; Dana Spicer drivelines; and Hendrickson front taper-leaf springs.

Hino, controlled by Toyota Motor Corp., currently exports trucks from Japan to North America. It is expected to produce the new conventional-style medium-duty truck at a factory in Long Beach, Calif., next year. Meanwhile, dealers will bleed off their cabover inventory.

Hino Canada vice-president Alan Masters says the new product’s unveiling in Montreal in October sparked orders for 500 trucks as well as several inquiries from prospective new dealers. Class 6 and 7 models are expected to arrive on dealer lots in January. For details,
go to www.hinocanada.com or call 905/670-3352.

The introduction of Hino conventionals is one of several shifts in the North American COE market, which accounts for roughly 10 per cent of medium-duty truck sales. Paccar, maker of Kenworth and Peterbilt trucks, cancelled a program to offer an LCF made by its Dutch subsidiary, DAF, until the economy improves. Mack Trucks stopped importing its Freedom Series class-6 and class-7 truck, made in France by Renault.

However, last month Blue Diamond Truck, the joint venture between International Truck and Engine and Ford Motor, resurrected plans to build an LCF in 2005.

The class-3 to -5 truck–called the International CF Series–is aimed at larger leasing companies and urban pickup and delivery operations. It will use an International diesel engine and Ford automatic transmission, and be assembled in Escobedo, Mexico. Last year, International said it intended to build an LCF with Ford using cabs produced by Mazda.
It hoped to roll out the truck in 2004, but delayed its plans in the face of a generally sluggish market.