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Commercial Vehicle Monthly is published by OzRoamer Publishing Group, P.O. Box 207 Anna Bay NSW 2316. The publishers believe that all information that issupplied in this magazine was correct at the time of printing. Prices are supplied from redbook.com.au or manufacturers. The publishers do not however guarantee thatprices are correct and suggest that you make your own enquiries and are not liable for any information being correct. It is not possible to ensure that advertisementscomply with the Trade Practices Act 1974 and therefore it is the responsibility of the person submitting the advertisement. The Publishers cannot be held responsible forany errors or omissions. Copyright: Material appearing in OzRoamer Pty Ltd. Publications is copyright and reproduction in whole or in part without written permissionfrom the publisher is prohibited. OzRoamer Pty. Ltd. Publications. P.O. Box 207 Anna Bay NSW 2316. A.B.N. 78 094 263 493
What a great time it is for the Light Commercial Vehicle (LCV) and Heavy Commercial Vehicles (HCV) industries inAustralia. booming economy is driving a lift in consumer sentiment and this mean Aussie families buying things ata record pace, both at their local shopping centre and online. While the huge infrastructure investment in theeastern states is helping to send truck sales further north. That all makes for great times for those people sellingcommercial vehicles in Australia.
In this edition we bring you the latest LCV and HCV sales numbers, giving you a closer look at the brands that areleading the charge. Speaking of brands, SsangYong is coming back to Australia…again! The third South Koreanbrand in Australia will relaunch shortly with a couple of SUVs and, more importantly, a new-generation version ofthe Musso ute. We have details on that returning entrant into the Aussie market.
Volkswagen is looking to grab a large share of the large van and light-duty cab chassis markets with its new-generation Crafter. Launched into Australia this month, we got along to the launch of the new Crafter and have areview for you in this edition.
Look out Toyota Coaster and Mitsubishi Rosa, Hino is out to win over bus operators with their new Poncho bus.Aimed at operators such as clubs, nursing homes and difficult access bus routes, our test drive of the Hino Ponchoshows where this new offering has a big advantage over rivals.
It might not have many creature comforts; however, I enjoyed my latest tilt,both on and off road, in a Toyota LandCruiser 70 Series. Speaking of off-road,check out our first drive review of the recently arrived new-generationMercedes-Benz off-road trucks.
While one truck that is very much designed to be on the bitumen has surfacedand could provide huge operating cost reductions for operators. It’s called theVolvo Fuel Super Truck and while it is still technically a concept, Volvo GroupAustralia will actually sell you one…if you ask nicely.
And we haven’t forgotten about the latest electric vehicle coverage either.Catch an update around an electric van in development in the USA by theWorkhorse Group that could be a real gamechanger for the local parceldelivery industry.
We hope you enjoy this edition of Commercial Vehicles Monthly.
EDITORS COMMENTS
CONTENTS:Latest News● Volvo Super Fuel Truck● SsangYong Musso Confirmed for Australia● Optare and Bonlac team up in Australia● LCV Sales Figures July 2018● Setback for Self Driving Trucks● Are Australian Truck Drivers Unhealthy● UD to launch new Medium Duty Truck● Mahindra PikUp new variants● Workhorse All Electric Vans
Latest Reviews2018 Mercedes Benz AWD Trucks Review2019 VW Crafter Van Launch Review2018 Toyota LandCruiser 70 Series Ute Review2018 Hino Poncho Bus ReviewCommercial Vehicles Business DirectoryCommercial Vehicles Monthly ContributorsEditor - Rob Fraser - 0434 566 999Advertising and Lead Contributor -Joel Helmes - 0422 655 415Contributors - Peter Barnwell, Simon Lai
Volvo-Super-Fuel-Truck
How many times have you seen a concept vehicle on a stand at a car, bus or truck show and hope that one daywe will see something like that on the roads.
Often though these sexy and smart machines never make it either into production, or any form of reality for thatmatter. But not this one – the Volvo Trucks Fuel Super Truck is a real B-Double truck, and it’s on Aussie roads already.
Achieving fuel savings up to an enormous 20% – Clive Jones Vice President of Sales at Volvo Trucks Australia, says thegood news is the FH16 is more than just a concept vehicle.
“The Volvo Fuel Super Truck is a real-world truck speciallyengineered for Australian conditions with a fuel efficiency-optimised driveline and streamlined aerodynamics,”
“The good news for owners and operators looking to reducefuel consumption is that the majority of features in the VolvoFuel Super Truck are available for ordering now.”
Some of those technologies include the latest drivetrain tech,low rolling resistance tyres, and cutting-edge aerodynamicstechnology. While the trailer was designed and engineered inpartnership with MaxiTrans.
“We look forward to introducing the Volvo Fuel Super truck to customers around Australia over the coming weeks andmonths, and to updating the industry on further exciting developments we are making in the fuel efficiency space.”
We’ll bring you more details on the Volvo Trucks Fuel Super Truck as additional info comes to hand.
LATEST NEWS
New SsangYong Musso confirmed for Australia
The new team at SsangYong Australia are feelingconfident Aussie ute buyers will give the new Musso apositive reception.
As reported here, SsangYong recently unveiled the new-gen Musso in the UK. We knew it was likely to beAustralia-bound after Great Wall Motors/Haval marketingchief, Tim Smith, confirmed he was heading up the teamat SsangYong Australia.
SsangYong Australia has confirmed it isn’t just the Mussothat’s coming our way, the dual cab ute will also bejoined by the Rexton (which shares the same platform asMusso) and Tivoli SUVs in local showrooms. When willthey be here? A little later in the year.
Optare and Bonluck team up in Australia
The distributor for Optare buses, Bus Corp Oceania (BCO)and Bonluck distributor Bus and Coach Sales Australasia(BCSA) are now working jointly to grow the localpresence and support for both brands.
The deal sees owners, and prospective owners, of Optareand Bonluck buses and coaches offered the reassuranceof national sales and service support for both brands.
ptare buses are built in the UK with the brand being asubsidiary of Ashok Leyland, part of the Indian HindujaGroup. While BonLuck Bus is a Chinese bus manufacturer.
Bus Corp Oceania general manager, Jason Pecotic, saysboth brands are serious about their future intentions inAustralia and NZ.
LCV sales flat in July 20184X4 Utes kept the segment ahead in July
The VFACTS data for July 2018 is in and shows the LCV(Light Commercial Vehicle) segment was fairly flat in themonth.
Overall, 17,035 new utes and vans were delivered toAussie customers in the month, a total up just slightly onthe 17,016 deliveries in the July 2017.
Year to date though things are looking a little brighter.Ajump in total sales across the first seven months of the year from 139,930 sales to 136,011 represents a 2.9% gain.
But it was demand for 4×4 utes that kept things moving north in the month. 12,136 total sales in July for 4×4 utesrepresented a 6.4% gain on July 2017 and helped to offset a slump in 4×2 sales (-15.7%).
Van sales, both light-duty (-11.7%) and heavy-duty (-5.2%) both went backwards.
Some of the big movers in July included Isuzu Ute, Nissan, Volkswagen and LDV.
For the full figures for July go to UteandVanGuide
Setback for Self-Driving Trucks? - Flaws found in High-Tech Safety Systems
We’re seeing a shift towards the fitment of driver-assist technology in trucks, but a new study has found drivers stillcan’t rely solely on the electronic gadgetry.
The Insurance Institute for Highway Safety (IIHS) in the U.S.found electronic driver-assist systems, including AutonomousEmergency Braking (AEB), Adaptive Cruise Control and LaneKeep Assist systems aren’t perfect.
In fact, the researchers discovered the tech may not seestopped vehicles and could even steer a vehicle into a crash ifdrivers aren’t monitoring the situation.
Electronic safety systems from Tesla, Mercedes-Benz, BMW, andVolvo were all put to the test on both a closed track and public roads. The study finding that the systems can failunder many circumstances, and points to the importance of drivers understanding the limitations of the systems.
“We have found situations where the vehicles under semi-automated control may do things that can put you and yourpassengers at risk, and so you really need to be on top of it to prevent that from happening.” – David Zuby, IIHS chiefresearch officer.
Does this setback the use of self-driving trucks? Fred Andersky is the director of government relations for Bendix, he’stold the Heavy Duty Trucking publication in the U.S. that it most likely does.
“This is exactly the reason why we’ve recently stepped up our efforts to educate both fleet executives and drivers evenmore on what these new technologies can do, and – just as importantly – what they are not capable of doing,”
“And while the information is contained in an owner’s manual, very few people actually read them.”
AUSTRALIAN STUDY REVEALSHOW UNHEALTHY AUSSIE TRUCK
DRIVERS ARE
A Monash University study has proven what memight have already known – driving a truck is notnecessarily great for your health. The study wasundertaken in partnership with Linfox and theTransport Workers Union (TWU).
It looked at more than 120,000 insurance claimsover a 12-year period and found truck driversmade more injury related claims than bus drivers,delivery drivers, car drivers, train drivers andother male-dominated occupations. It was alsofound that truck drivers have a 13 times higher
risk of dying at work than other Australians. Musculoskeletal injury was the most common injury, accounting forabout 60% of all workplace injury claims.
Study leader Professor Alex Collie saying driving a truck can take a toll on drivers. “It has long working hours, lots ofsitting, poor nutrition, social isolation, shift work, time pressure, low levels of job control, all in addition to the risk ofroad crashes.”
How do we help truck drivers stay healthy? Study co-author Dr Ross Iles says truck drivers might hold the key to that.“We want to find out from drivers themselves how best to tackle to the health problems they face, and then to workwith industry to develop programs to improve health.” Your thoughts on this one? Is it possible to be a healthy truckdriver? What are the biggest factors preventing you from being healthier? Time on the road? Conditions? Food?Who’s to blame?
UD Trucks boss hints at new medium-duty truck
UD Trucks could be about to bring a new medium-duty truck to Australia. Speaking at a media conference tied to theopening of the new Volvo Group Australia (VGA) headquarters in Brisbane, Mark Strambi, Vice President of Sales at UDTrucks hinted at the new offering.
UD Trucks has enjoyed a solid increase in heavy-duty sales overthe past 12 months with customers being attracted to the new-generation Quon. To the end of July, local UD Trucks sales overallwere ahead 6%, heavy-duty sales jumping ahead by better than32% compared to the same time last year.
But the Japanese brand’s medium-duty sales haven’t fared so well.Local sales of its medium-duty truck, the Condor, were down justover 12%. Mr Strambi not only promised additional variants of theQuon over the next year or so, but also “a new product for ourcustomers”.
Why has the Quon proven such a success? The UD Trucks executive singled out several factors that have helped thetruck make gains on the heavy-duty offerings from Japanese rivals. Mr Strambi saying the Quon was winning overbuyers with its safety credentials, including standard features like Lane Keep Assist, Autonomous Emergency Braking,Stability Control and disc brakes.
“We believe it is the best heavy-duty Japanese truck on the market.” – UD Trucks VP of Sales, Mark Strambi
Other important factors leading to the increase in demand for the truck were the Quon’s service intervals (up to60,000km) and car-like drive, according to the UD Trucks boss. The recent introduction of a 24 month warranty ongenuine UD Trucks Parts was also singled out. we will bring you more information soon.
Mahindra PikUp gets four new variants
The Mahindra PikUp now offers buyers another fourvariants to choose from.
Confirmed by Mahindra Australia, the four newvariants for the Aussie market bring thetotal number of different configurationsof the Mahindra PikUp to nine.
The new Mahindra PikUp variantsinclude:
● S6 Single Cab 4×2 Cab Chassis
● S6 Single Cab 4×2 Cab withGPA Tray (as well as Bluetoothand Cruise Control)
● S10 Single Cab 4×2 Cab with GPA Tray and S10 Single Cab 4×4 Cab Chassis
Russell Thiele from Mahindra Australia says the new variants come following a strong local reaction from buyers tothe new-gen PikUp. While Russell tells us the new additions to the range have come following feedback frompotential customers, particularly those wanting features such as Sat-nav, Bluetooth, Climate Control and AlloyWheels. “Many of our farm and trade customers like our S10 Dual Cab but have been wanting those specifications inSingle Cab.
“Now with the introduction of S10 4×4 and 4×2 Single Cab we are able to offer a truly competitive high spec Ute inthe light commercial market.” Mahindra PikUp prices kick off from $21,990 drive-away.
Workhorse all-electric vans provetheir worth
The Workhorse Group is intent on being the leaders in theelectric delivery van market in coming years. And with vansales on the up on the back of the boom in onlineshopping, operators might just be attracted to the all-electric vans based on these figures.
The electric vehicle manufacturer’s N-GEN all-electricvehicles were unveiled last November and are reportedly
returning running costs comparable with fuel consumption of just 3L/100km (or about 75 miles per gallon).That figure was for the Workhorse 200 cubic foot electric van (about 5.6 cubic metres). Step up to the larger 450cubic foot variant (about 12.7 cubic metres) and comparative economy becomes 17 km per litre, or about5.8L/100km. Workhorse telling us the figures represent up to a 500% improvement versus conventional gas (petrol)delivery vans. The N-GEN boasts up to 160km of all electric range.
Workhorse CEO Steve Burns says the tech is also proven with more than 100,000 packages delivered by Workhorse-employed drivers and delivery associates.“As we progress toward the full production launch of our N-GEN vehicle platform, we are encouraged that thesereal-life pilots, alongside our durability testing, are yielding the operational, driver, and reliability performance thatwas our design intent,”
“With our ability to offer fleets N-GEN all-electric vehicles at price parity with conventional vehicles, fleet operatorshave the potential to significantly reduce annual operational expenses, as well as realize the driver and sustainabilitybenefits of moving to all-electric.” At this stage there doesn’t appear to be any plans to bring the Workhorse brandto Australia, we will keep you updated though.
The new-generation of Mercedes-Benz off-road trucks is arriving in Australia and I got along for a test-drive.
Consisting of 4×4, 6×6 and 8×8 variants, power to all the different versions comes by way of a Euro 6 compliantstraight-six diesel engine.
There’s a 7.7 litre engine with outputs of 299hp or 354hp, along with a 10.7 litre unit offering 394hp, 428hp and 455hp.While weights range from 16 tonnes (GVM) to 41 tonnes (70 tonne GCM).
Mercedes-Benz Trucks telling us the new off-roaders have benefited from two years of local testing. On hand at thedrive day at a very cold/muddy Werribbe 4×4 Test Track was a selection of four trucks:Mercedes-Benz 1630 4×4
300hp/1200NmMercedes-Benz 1835 4×4 350p/1400NmMercedes-Benz 3343 6×6430hp/2100NmMercedes-Benz 4146 8×8455hp/2200Nm
Having not been overly familiar with thenew-generation of Mercedes-Benztrucks i.e. the prime mover and therigids, it was good to start to get toknow them.
Albeit, my driving on the day was onanything but smooth bitumen. I startedoff in the two 4×4 variants and wasparticularly impressed by the 1835
Fitted with the optional nine-speed manual transmission, the engine delivered not only plenty of power for climbingmuddy ascents, but also excellent crawling ability when pointing the nose downhill. All the trucks benefit fromimproved engine braking over the previous generation models.
While of the big boys my pick was the 8×8. Surprisingly manoeuvrable, the twin-steer front axles help get the big Benzthrough some amazingly tight spots (places where you feel a big truck doesn’t belong!).
All the trucks have low range gearing, however even in this pretty full-on environment we never used it. Instead, whenneeding to get through the more difficult sections a push of the button for the rear diff lock(s), or sometimes front aswell, was all that was needed.
You can see from the pictures that the cabs of the heavy-duty trucks, the 6×6 and 8×8, sit up really high off theground – its four steps to get up there, but the ground clearance and approach angles are impressive.
Those heavy-duty offerings benefit from an all-new cab design that exceeds Euro cab standards for strength. Whilethe new Mercedes-Benz trucks feature a new chassis design and the flex exhibited on test was impressive.The German truck manufacturer telling us that the new ultra high torsion steel chassis has been designed for extrarobustness and flexibility. Interestingly, all the different off-road models feature drum brakes.
As mentioned, I haven’t had the chance to drive either the new Mercedes-Benz prime mover or any of the new rigids,but from my observation of the off-road versions there appears to be a lot to like.
The main mirrors in particular are nice and wide and offer excellent side and rear visibility. They’re electricallyadjustable, however the smaller blind-spot mirrors need to be moved by hand.
The cab seemed really well insulated,there was good visibility all-round and itwas a comfortable seating position.The controls and gauges all appeared tobe located in the right spots, and I wasalso impressed by the way the centredisplay screen showed you the status ofthe diff-locks.
A smart addition to the medium-dutytrucks was a folding/flexible bottomstep – this means you’re a lot less likelyto rip it off when negotiating the reallytough stuff.
While as you can see in the photos theoff-road trucks get headlight protection,Mercedes-Benz also promising evenbetter under-body protection on the new offerings.
Who’s going to buy them?Mercedes-Benz Trucks say the heavy-duty offerings are likely to be very popular for mining applications, while the4x4s are likely to be popular among off-road bus operators and for spreader applications.
Getting about 20 minutes in each of the trucks wet my appetite for the new Mercedes-Benz product, we look forwardto hopefully bringing you more detailed reviews of these new trucks as soon as possible.
Volkswagen has a new large van to offer Aussie operators with the arrival of the new-generation Crafter.
Available now in Australia, we got along to the Australian launch of new-generation model and had a drive of boththe cab chassis and van variants. A review of the 2019 Volkswagen Crafter cab chassis can be found here. For theuninitiated, Crafter sits a size up from the Volkswagen Transporter (reviewed here).
If you’ve followed any of my light-commercial vehicle reviews you would know that I’m a big fan of bonneted vehiclesover the traditional cab-over design for vans and light-duty trucks. And that’s exactly the layout in the impressive newVolkswagen offering. A bonneted van is generally quieter, safer and rides along better than alternatives that have yousitting literally on top of the engine. Oh, and there’s big advantages (including safety advantages) in having a heftybulkhead between you and the cargo – as features in the Volkswagen.
Feels a lot like a car - Essentially all the driver controls, infotainment etc. are exactly the same. Even the steeringwheel is identical to what you’d find in a Volkswagen passenger car. The steering is really light, and direct too and the
cabin is well soundproofed as well.
Add in features like AppleCarPlay/Android Auto and tilt and reachsteering wheel adjust and you start toget the picture that the newVolkswagen offering is a very civilizedplace to spend your day.
There’s three seats, with storageunderneath the middle and mainpassenger seats, along with a driver’sseat that has a huge amount ofadjustment available and two fold-downarmrests.
Easy Access - Full marks to the Volkswagen designers for making the Crafter cab an easy proposition to jump into.There’s a good-sized step and well-positioned A pillar grab handle, when up and ready to swing into the seat there’splenty of space between dashboard and seat to get your posterior into place.
Just don’t try to get into or out of the driver’s seat with the right-hand arm rest down…this didn’t provide my mostgraceful exit from the new Volkswagen offering!
On the Road - My test vehicle was a front-wheel drive version of the new-gen Crafter, the higher capacity variantsfeature rear-wheel drive and all-wheel drive is an option too with a $4,500 price premium.
There’s a 2.0 litre four-cylinder turbo-diesel under the bonnet of every new Crafter, the standard offering getting103kW/340Nm. For those looking to shift heavier loads there’s a bi-turbo version available that gives you a meatier130kW/410Nm and this was the engine that I road-tested.
My test vehicle had the standard six-speed manual transmission, an auto transmission though is now available too.The ZF eight-speed auto transmission provides a smooth drive with plenty of assistance for the engine (the cabchassis I tested had the auto transmission). However, my personal pick would be the manual.
My test route around Auckland included some decent inclines and 100km/h freeway stretches and the Crafter wasvery enthusiastic. Visibility from the driver’s seat in the Crafter is excellent with nicely sculpted A pillars that maximizeforward ¾ visibility.
The main mirrors are electrically adjustable and are a good-size, the lower blindspot mirrors are small, but are handywhen parking the VW offering.
When you throw a heavy load in the rear of the Crafter van, and/or hook up a trailer, you can adjust the headlightseasily to ensure they’re pointing where you (and oncoming vehicles) need them to be.
What’s Good:● Power and economy● Ride and Handling● Space and practicality
What’s Not:● Centre Console lack of storage● Long and expensive options list● Not owning one
Autonomous Emergency Braking (AEB) is standard in the new Volkswagen offering, a welcome addition, while front,side and curtain airbags also feature as standard.
While you can option up your Crafter with extra driving aids such as Adaptive Cruise Control and Lane Keep Assist.And Volkswagen has fitted a module as standard that will make your Crafter telematics ready from day one, justchoose your provider and away you go.
Auto headlights would be a nice addition to the new Volkswagen Crafter, along with digital radio.While the Crafter vans rear barn doors don’t open fully to the sides of the van (like the Iveco Daily does).Instead you can open them to 90 or 180 degrees, then the closest position to the sides of the van still leave thedoors jutting out a bit.
The Summary - From what I’ve seen of the new Crafter it looks like Volkswagen is on a winner.
Nicely refined where you want it to be, and yet capable enough too, the Crafter is a great alternative, especially tothe often much less refined alternatives in the light-duty truck segment. I look forward to spending more time in anew-generation Crafter in the future and will bring you more detailed reviews at that time.
It has been a while since I tested a Toyota LandCruiser LC70 Dual Cab Ute. So I booked one for review. Having testedthe single cab LC70 previously and the dual cab LC70 (back in 2012) , I was keen to see just how much better thislatest version was. Toyota LC70 was updated in late 2016 with a host of features but essentially remains the samerugged robust work beast it always has been. We have even compared the LC70 Ute to the Hino 300 series Truck as analternative for many uses.
External - From the outside the LC 70 looks exactly like it should for what it is designed for. A utilitarian workhorsethat would last forever. From the side you realise just how long the Ute is. It has a bold grill, high roofline and sides.The front has single lights, lower fog lights and bold wheel arches. The particular vehicle we had was fitted with a
robust genuine Toyota steel tray, Toyotabull bar, alloy wheels, snorkel, undertray spare wheel carrier and tow bar.
The GXL LC70 Dual Cab rides on 16 inchalloy wheels and 265/70 R16 115R allterrain tyres. These actually look prettygood as well as being robust andfunctional.
Internal - The driver seat iscomfortable, but could use more slideadjustment for taller drivers. Having saidthis, there is plenty of head, shoulderand butt room for both frontpassengers.
Rear passengers have as much room as other dual cab Utes, more than some, but plenty of head room.The front seats have manual adjustments and no additional lumbar support, but they are comfortable enough for longdistance travel.
The steering wheel actually feels pretty good in the hands and allows good feedback. It is however totally devoid ofany controls.. The dash has two larger dials, two smaller ones and provides a large amount of information. There is aclock on the centre stack, a Bluetooth stereo and below are the slide controls for the AC. There are 12v and USBconnectivity points as well.
Storage is a mixed bag. The centre console and glove box are a decent size, but the door pockets are slim and poor,and there is only one cup holder (ridiculous) and precious little other storage areas. The almost hose out interior is anod to the practicality and functionality of the LC70.
Features - This could be a short section as the LC70 isn’t exactly laden with features. Recent improvements have seensome important features added such as:- Electric windows, Bluetooth connectivity, Auto locking front hubs (with amanual lock facility), Active traction control (A-TRC), Height and reach adjustable steering wheel, Cruise Control.However the story here is about what the LC70 Dual Cab doesn’t have as features that are really missed. No electronicexternal mirror adjustment (yes, manual mirrors that can be bumped daily in car parks etc.), No steering wheelcontrols, Only one cup holder and virtually nowhere to put items other than in the centre console, No rear windowdemister, No DTE facility, No reverse camera
Drive and Engine -The Toyota LC70 GXL 4.5L V8 TD engine produces 151kW/430Nm. The transmission runsthrough a 5 speed manual transmission. The latest version has a much higher 5th gear that allows better highwaycruising. The flat torque curve allows easy driving, with 5th gear useable from 50kmh around town through to 120kmhon the freeway. The large bonnet bulge provides more cooling around the engine because the vehicle now has adiesel particulate filter as standard as part of the move to Euro 5 compliance.
There really is no need to discuss the 4WD ability of the LC70. It is superb. The LC70 has a stick shift part-time 4WDwith two-speed transfer case and automatic locking front hubs and a rear diff lock as standard.Over the two weeks I had the LC70 I drove over 2500km. As with all the LC 70 series vehicles, turn off the black topand head bush, to the beach or farm and the vehicle dynamics transform.
Safety - The LC70 single cab Ute has a 5 star ANCAP safety rating but the dual cab Ute doesn’t. It does howeverhave improved safety features. These include:- Anti-lock Braking System (ABS), Side door impact protection beams,Energy-absorbing steering , column, Door ajar warning lamp, Driver seatbelt warning lamp, Driver and frontpassenger airbags, Brake Assist, Vehicle Stability Control (VSC), Hill-start Assist Control (HAC), Electronic Brake-forceDistribution and Active Traction Control (A-TRAC)
Summary - In today’s market there really isn’t a direct competitor for the single cab LC 70 Dual Cab Ute. Buyerswill either opt for one of the smaller size Utes like the Colorado or Hilux size, or go for the more truck variant likethe Hino 300 4×4 series or one of the American Pick-Up trucks like the Ram 1500 or Ford F250etc. The LC 70 isextremely popular with buyers in mining, agriculture, construction, and communications support and recreationindustries. They value the almost indestructible nature of the ubiquitous LC 70. The LC 70 has a rightly deservedunrivalled reputation for class-leading mechanical reliability and serious towing, load carrying and off-roadperformance.
What’s Good:● Towing ability● Robustness and 4WD ability● Overall practicality
What’s Not:● Missing some safety items● Needs 6th gear O/D or AT● No reverse camera
Brilliant is the word to use when talking the clever little Hino Poncho available now in Australia.
For the uninitiated, back in the day buses used to almost exclusively share the same underpinnings as trucks. Theengine was up front and the body was bolted on above the chassis. This meant that there was always a couple of stairsto climb up when entering your regular route bus servicing the towns and cities of Australia.
In more recent decades though the trend has been to build buses upon proper bus chassis and this means, in almostall cases, that the engine is behind the rear wheels. This allows for the engine to be set down lower in the vehicle andfor the floor of the bus to be lower to the ground, at least at the end of the bus that sees the most passengers – the
front.But while regular route buses andcoaches have followed this trend, no oneseemed to tell the manufacturers of thebig-selling small buses. These models,including the Toyota Coaster and theMitsubishi Rosa, cling to the old layoutand that means the floor height isgenerally fairly high.
It also makes it difficult to fit airsuspension that lowers the step andfloor height to allow for less mobile anddisabled passengers to moreeasily/safely board/alight.
Enter the Hino Poncho, a small buswith big bus smarts.
The engine in the Hino bus is located behind the rear wheels, and there’s proper air suspension too, that means thebus, which already has a remarkably low floor, can kneel even further down.
There’s even an aluminium ramp that you can quite easily fit to allow even easier/no step access. Once inside, thosewho are in a wheelchair, mobility scooter, or even prams, are provided with their own space, when not in use two fold-down seats can easily be utilized. All this makes the Hino Poncho 100% DDA (Disability Discrimination Act) compliant.
I got around Sydney in the Poncho for a week and came away thinking this bus would be ideal for a number ofapplications, including:- Low demand bus routes, Difficult access bus routes, Clubs, Retirement homes, Schools, Shuttleservices (such as at airports)
What’s it like to drive? Really easy.- There’s a 180hp/530Nm 5.1 litre turbo-diesel engine fitted east-west (i.e.across the vehicle) and this is mated to a five-speed automatic transmission. It accelerates off the line really well, idealfor city applications, while the overdrive function on the transmission allows you to get that little bit of extra go (i.e.overdrive off) when getting about in the city/suburbs. This also allows you to use engine reduction when travellingdown hills at speed.
There’s also an exhaust brake that helps easily keep your speed under control and to take some load off the air overhydraulic braking system. At highway speeds the Poncho can be pushed around a little by crosswinds, that’s probablyno great surprise. While even in power mode and with a light passenger load on-board I would have liked thetransmission just to drop down a cog a little quicker when tackling hills.
The steering is VERY light (great for manoeuvrability) and it turns in nicely with a good turning circle as well. Thewheels are right out at the corners of the bus too and this means the Poncho would get into and out of spaces that abig bus wouldn’t dream of venturing into.
From the driver’s seat -This is a very easy vehicle to drive. The visibility is good all round, the mirrors aren’t hugebut they do the job. Make sure you tick the box for the optional reverse camera – a must-have in my opinion,especially when some of the logical applications for this vehicle are taken into account.
I would say that the Hino Poncho could offer a little more storage spaces for the driver to store his/her belongings,and there’s no cup holder available up front either. There’s sat-nav as standard, and digital radio too. Perhaps myonly real complaint with the Poncho though is the positioning of the transmission selector. it is kind of sitting in themiddle of nowhere meaning you have to try and limbo your way around it to get in and out of the driver’s seat.
It would be much, much better if this was either on the dashboard, or perhaps to the right of the driver.The gauges and controls are easy to use and well-located, while the engine stop-start system works quite well, youcan over-ride this easily with a push of a button.
Summing it up, the Hino Poncho is a clever little bus that benefits from a common-sense design and layout (i.e.sticking the engine at the rear). Seating 18, plus driver, I’m sure that this bus is going to be a big-seller in our localmarket due to its versatility and adaptability to a number of different potential tasks.
Easy to drive, easy to operate overall, Hino Australia is onto a winner here with this brilliant little bus!
What’s Good:● Bus Layout● Low Floor● Easy to drive
What’s Not:● Access to drivers seat● Lack of drivers storage areas● Transmission more responsive
