Truck Testing and Analysis

Truck Testing and Analysis

As part of the Truck Testing and Analysis of the latest Hino 500 models, Diesel News used the new Hino Traq telematics system to monitor the truck during the test drive of a Hino truck around the Brisbane area.

Truck Testing and Analysis

The introduction of the new Hino 500 Series models came around the same time as the rolling out of the Hino Traq telematics and monitoring system. What better opportunity to test-drive the two new offerings side by side? Using the Traq system to see how well or how poorly Diesel News’ Editor, Tim Giles, performed out on the road, but, more importantly, how the trucks fared.


The first truck on trial was the FM 2632 Auto, likely to be a popular choice in distribution fleets, with enough power in reserve to handle any situation coupled with a virtually unbreakable drive line. By fitting the Allison 3200 Series transmission, Hino limit the power output to 320hp and a maximum torque at 1,275Nm.


After a short period of driving, it is clear this is the ideal stop/go truck. There’s plenty of power under the right foot, and a transmission which speeds up and down the range seamlessly. Putting the foot down hard sees the transmission changing ratio at over 1,500rpm.


Combining this relatively high revving with the torque converter in the Allison and you get smart acceleration. However, backing off on the insistence to go hard and the truck goes into relaxed mode, changing up around 1,300rpm and able to lug along at below 1,000rpm.


Taking the foot off the go pedal highlights another feature of the new engine. Being European in style, it actually has a compression brake on the engine, to go with the obligatory exhaust brake. This engine retardation works well in combination with the Allison’s settings.


As soon as the foot comes off the accelerator, the transmission is looking to change down a gear and get the engine revs up. This brings in the two engine braking systems, washing off speed effectively enough for the auto to down-change again and source even more retardation.


Once the driver gets used to the performance of this driveline, it is possible to function in the big city, from traffic light to traffic light by simply pressing the accelerator and then taking the foot away. There is minimal need to use the service brakes in the normal run of traffic, until virtually stationary.


At the end of the test driving the people at Hino made the data I had generated in driving the trucks available to me. It’s a pretty simple process, as they all are these days, just log in and the data you are allowed to see is available to look at on the web, or to download in the form of spreadsheets for further analysis.


The live data looks useful to the operations team. I was able to identify and confirm the exact position in the yard of the truck I needed. Pressing the remote to unlock the doors and flash the lights, simply confirmed this.


Tracking is much more than simply knowing where a truck is these days. The amount of information available is only limited by the amount of data going around in the CANbus on board the truck.


The data can be broken down into individual trips from key on to key off or look at a period of time concentrating on the driver’s performance, or the truck’s. Either way a distinct picture of the entire driving experience can be laid out on a spreadsheet or fed into a monitoring system looking for results outside of defined parameters.


The test drive took just two hours and 15 minutes, covered 73.5km and used fuel at the rate of 37.75 litres per 100km. This was purely city driving, from Archerfield into Brisbane City and out again by a winding route. The results are as you would expect on this route, most of the time the truck was either accelerating from stationary or decelerating for a road junction, very little cruising.