The concept is simple: take two Hino 300 Series 616 TradeAce trucks, fit them up with realistic simulated loads on their Ready to Go alloy trays, and operate them on the same route for the best part of a day and compare the numbers recorded by a Hybrid and a current spec diesel.
The 616 TradeAce is powered by a 4.0-litre 150hp (110kW) diesel engine driving through a 6-speed Allison automatic transmission.
Of course, it’s impossible to drive two trucks at once so we take the lead in the Hybrid while a Hino staffer pilots the diesel version and stays close behind us.
The planned route takes us on what could, definitely, be a realistic delivery run around Sydney with simulated dropoffs at such iconic locations as the Canterbury Racecourse, Sydney Fish Markets, Barangaroo, and Woolloomooloo as well as the loading docks at well-known hardware chains and shopping centres.
The HinoConnect telematics program is utilised to accurately measure the fuel consumption of both vehicles. Remember, same load and same route at the same time of day (we were actually nose-to-tail for much of it) so same traffic conditions.
It could be argued that the only potential variable could be different driving styles, but this is mostly negated by travelling so close together and the results for both vehicles show no harsh braking or acceleration incidents.
The Hino Hybrid uses a parallel electric diesel design and a Toyota Group nickel metal hydride battery, which has been used in over 15 million hybrid vehicles worldwide.
The Hybrid’s 4.0 litre four-cylinder diesel engine is supplemented by an upgraded electric motor coupled to the front of the six-speed automated manual transmission, which in itself is an upgrade over the previous model’s five-speed AMT.
Along the way Hino experimented with a fully automatic transmission but found that fuel efficiency suffered so went back to automated manuals for production hybrid trucks.
The box has a very low first gear and double overdrive ratios meaning hill starts are easy and cruising at 100 km/hr is done at around 2,000 engine rpm. On take-off, the electric motor initiates the drive momentum and once moving the clutch engages smoothly to tap into the power from the diesel.
A bonus for maintenance costs is this set-up results in a substantial reduction in clutch component wear as the clutch only has to match speed between the motor and the engine rather than take the strain of the initial take off.
Once moving, as the transmission upshifts the electric motor delivers some of its power immediately before the clutch re-engages to further smooth out torque delivery.
The electric motor also functions as the starter motor for the diesel engine, saving weight and maintenance and it also operates as the vehicle’s alternator for both powering electricals such as lights and the multi-media system, in addition to recharging the main battery and the conventional 12-volt battery.
Regenerative braking and battery charging can be maximised by using the wand located on the steering column which would operate the engine brake on a diesel-only Hino 300.
Even around town the regenerative braking is very effective and will extend the life of brake components such as pads and rotors. The stop-start system minimises inefficient idling time and we soon become quite adept at anticipating traffic light changes and taking our foot off the brake pedal just as our light is about to change to green.
This restarts the diesel with the brakes automatically remaining held by the Hill Hold function, keeping the truck stationary until the accelerator pedal is depressed.
The 300 Series Hybrid was its fastest growing model for the year, helped along with the introduction of the new Alloy Tray and TradeAce Built to Go models to the Hybrid Electric range and can be ordered fitted with a Hino Genuine aluminium tray, ladder racks and a Hino Genuine alloy bullbar on Wide Cab models or an alloy nudge bar on Standard Cab units.
As with other Hino Hybrid Electric trucks, the new Built to Go models include the comprehensive Hino SmartSafe safety package with advanced driver-assist technology including Pre-Collision System (PCS) with Autonomous Emergency Braking (AEB), Pedestrian Detection (PD) and Lane Departure Warning System (LDWS).
This is in addition to Vehicle Stability Control (VSC), reverse camera, dual SRS airbags, and four-wheel disc brakes.
Hino announced in 2022 it would be pursuing a renewed focus on the Hybrid and has revised the way it presents the Hybrid equation to customers.
“It used to be how long to pay back the premium,” says Hino Australia’s Department Manager – Product Strategy Daniel Petrovski.
“But customers are not buying like that anymore and the payback needs to be on a cash flow basis and at the end of, say, a five-year finance arrangement they also need to have more cash in their pockets with a Hybrid than if they’d bought a diesel.”
Currently the Hino Hybrid has a premium over the diesel of just over $16,000 based on the list price of each truck. Hino has developed a Return on Investment calculator which allows the input of a number of variables including annual kilometres travelled and the current and predicted cost of diesel fuel.
Hino is being realistic in presenting hybrid-diesel trucks as a solution to emissions issues.
There will be Battery Electric Vehicles, there will be Fuel Cell Electric Vehicles and there will be Hybrids. Larger vehicles and long distances do not suit current BEV technology and Australia will require extended ranges for many applications.
But in the meantime, smaller vehicles performing metropolitan tasks, similar to this typical stop-start multi-drop exercise, can be contributing to the operator’s bottom line from day one.
It’s widely acknowledged that the cost of diesel is unlikely to go down, and although this exercise used the then current retail diesel price of $2.00 per litre, as the price at the bowser goes up the Hino Hybrid presents an even better business case.
During the four or so hours of our trip the diesel Hino consumed 15.7 litres of fuel while the Hybrid only used 11.5 litres. That’s 4.2 litres/28.95 per cent less.
Examined on the typical km/litre metric, this converts to 6.13 km/litre from the Hybrid and 8.63 km/litre for the diesel model. Extrapolated over a theoretical 12 months travel of 48,500 kilometres, the savings are a remarkable $2,973 based on $2.00 per litre.
Take it out to 5 years/240,000 kilometres and the Hybrid’s savings amount to $14,868 without taking into account the reduction in maintenance costs associated with operating a Hybrid. And the planet receives a bonus as well.
Using the same input numbers the Hybrid emits 511 kgs less CO² per month than the equivalent diesel, or 6,137 kgs less per year.
OK, so here’s the disclaimer: environmental benefits and operational savings will vary according to each application, but we are left in no doubt that the Hybrid’s performance capabilities closely match those of its sister diesel equivalent on what we consider a realistic and balanced test exercise.
