The Hino M112 automated manual transmission was launched in Japan in 2019 along with the current Hino 700 Series trucks but was not included as an option for the Australian market when the 700 Series was launched here in 2021.
It may seem like a long but worthwhile wait, when the 12-speed AMT enters the Australian market in late 2025.
The integration of the M112 into its line up creates the situation where Hino is the only Japanese truck manufacturer in Australia currently offering a complete proprietary driveline in the Heavy Duty space, which should appeal to customers preferring a homogenous driveline, and will also strengthen Hino’s own OEM component supply chain by having the transmission manufactured in-house.
The development of the M112 transmission has been based around the proven Hino MZ12 12-speed synchromesh manual and automated manual transmissions.
Following extensive re-engineering aimed at speeding up gear shift speeds and further improving durability the transmission is now in a constant mesh format which uses three main gears, high and low ranges, and a splitter to achieve its 12 forward speeds.
The physical shifts are achieved via the Gear Selector Unit located on the top of the gearbox and side mounted solenoid valves that control the compressed air actuated range and splitter shifts.
A countershaft brake ensures that gearshifts are as smooth and as quick as possible by synchronising the transmission’s shaft speeds, delivering smooth upshifts and decisive down shifting.
The clutch operation is similarly electronically controlled via the Concentric Slave Cylinder. Constructed using robust alloy housings, the M112 is 96kgs lighter than the alternate Allison full automatic.
In the cab, instead of a typical quadrant shifter mounted on the engine hump, a dash-mounted rotary switch is used to select Drive or Reverse, plus there is a ‘Slow’ function position to assist with docking or connecting trailers by giving the driver more control over the truck’s speed.
The control stalk on the left-hand side of the steering column has a button on its end to enable automatic or manual gear changing and gives the driver the option of manually initiating sequential up or down shifts or leaving the transmission in ‘auto’ mode where the transmission’s control unit makes the shifting decisions.
The use of the control stalk quickly becomes intuitive, thanks in part to the proximity of the engine brake wand on same side of the steering column. The engine brake for 9.0 litre engines has two positions, the first activates the engine braking, while the second position is engine braking plus the automatic initiation of downshifts to increase the effectiveness of the engine brake.
On 13.0-litre models three stages of engine braking are available, the first two are differing levels of engine braking, while the third position will allow for autonomous downshifting to maximise the effectiveness of engine braking and to save wear on service brake components.
The same transmission is used behind both the 9.0-litre and 13.0-litre engines, with the same first gear ratio of 10.127:1 and the single overdrive top gear delivering a 0.795 ratio.
The inclusion of the AMT opens up quite a few additional applications for the Hino 700, many of which it may not have had a suitable offering for previously.
Trucks with a full automatic are restricted to 36 tonnes GVM, but the 12-speed AMT versions can go up to 45 tonnes GVM.
This makes them ideal for applications such as council tippers which occasionally have to pull trailers, a requirement frequently found in local government tender specifications.
The AMT has several advantages over six-speed automatics by performing better when ascending hills and delivering stronger engine brake efficiency when descending them.
There should also be a fuel efficiency benefit, particularly in trucks travelling 500 or 600 kilometres per day.
Hino 700s with the 9.0-litre engine and 12-speed AMT combination will fit well in applications such as tilt trays, van bodies, local delivery, hooklifts, prime movers, and tippers.
There remains a strong case for full automatics in certain specific applications including side loader refuse collection.
The availability of a live drive rear-of-engine PTO plus the 12-speed AMT’s transmission PTO will appear to operators of trucks equipped with the likes of vacuum pumpers.
“This transmission will also appeal to rigid truck operators who need to tow a trailer and to customers seeking a fuel efficient high performance rigid truck for highway and hilly operations,” says Daniel Petrovski, Manager of Product Strategy at Hino Australia.
“With its wider gear ratio selection, the two pedal 12-speed AMT will be an excellent choice for heavy rigid operators with extra urban and regional applications.”
The availability of the 12-speed AMT also complements the Hino strategy to transition some applications from Series 500 Wide Cab models to the expanded range of Hino 700 Series trucks.
A factor in this rationalising of the Hino portfolio is the acknowledged impending supply shortage of some Hino 500 Series models.
With the addition of the new AMT-equipped models, Hino can now offer multiple two-pedal options for 300-plus horsepower Heavy Duty customers with Allison 4440 and Allison 3200 true automatic transmissions, plus the Hino M112 12-speed AMT and the 16-speed ZF Traxon AMT.
The expanded offering will assist customers in selecting what is the best driveline combination for their specific applications.
Hino trucks equipped with the 12-speed AMT have already been subjected to thousands of kilometres of local testing prior to becoming available through the Hino dealer network.
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