Hino Enters Heavy Duty Market with XL Series Truck

[kscarbel2]

Heavy Duty Trucking (HDT)  /  March 7, 2018

Hino Trucks announced a new, larger lineup of Class 7/8 trucks called the XL Series which debuted at the 2018 Work Truck Show in Indianapolis, Ind.

The Hino XL Series brings the company into the Class 8 market in the U.S. for the first time which the company characterized as the next step in expanding its presence in North America.

“Considering our remarkable success in Class 4-7 in North America, and our growing global presence in the Class 8 market, entering the North American heavy duty segment makes for the next logical step. Not to mention our customers and our dealer network have been asking for this for some time,” said Yoshinori Noguchi, president and CEO of Hino Trucks North America.

Both the XL7 and XL8 models are powered by Hino’s A09 8.9L inline 6-cylinder diesel engine and will be offered in both straight truck and tractor configurations. The different models will range from a GVWR of 33,000 to 60,000 pounds and a GCWR up to 66,000 pounds. Max performance will top out at 360 horsepower and 1,150 lbs.-ft. of torque.

Available wheelbase selections of up to 304 inches and tandem axle, as well as fifth wheel configurations, are designed for a variety of vocational applications.

The XL Series lineup features new active safety solutions with electronic stability control – standard on tractor models – and collision mitigation systems, payload management suspension options and a body builder optimized design that was engineered for better serviceability.

Hino says that it also focused on the driver with good styling, ergonomics and amenities. It features a wide entry for easier access and what the company calls an automotive-grade finished interior. The XL Series will also feature air-ride cab and driver’s seat, hands-free Bluetooth audio/calling, steering wheel controls, LED headlights, cruise control, and air conditioning as standard equipment on every 2020 model year XL7 and XL8.

Production of the XL7 and XL8 will start in early 2019 and the lineup will be assembled in Mineral Wells, W.Va., at a fully renovated 1 million square-foot production facility that Hino acquired in 2017.

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[kscarbel2]

Hino getting into Class 8 market in North America

Truck News  /  March 7, 2018

INDIANAPOLIS, Ind. – Hino Trucks today announced its all-new XL Series line of Class 7 and 8 vehicles at the Work Truck Show in Indianapolis, Ind.

The Hino XL7 and XL8 2020 models – which will begin production in early 2019 – are equipped with the company’s A09 turbo diesel 8.9-liter inline 6-cylinder engine with a B10 life of one million miles.

Yasuhiko Ichihashi, chairman of Hino Motors Ltd., said during the unveiling that both models were extensively tested in both Canada and the U.S.

Hino Trucks North America president and CEO Yoshinori Noguchi said the time was right for the company to enter the Class 8 market in North America.

“Considering our remarkable success in Class 4-7 in North America and our growing global presence in the Class 8 market, entering the North American heavy-duty segment makes for the next logical step,” said Noguchi. “No to mention, our customers and our dealer network have been asking for this for some time.”

Hino XL Series trucks will be available in a variety of straight truck and tractor configurations, including from a GVWR of 33,000 lbs. to 60,000 lbs. and a GCWR up to 66,000 lbs. It will have a max performance of 360 hp with 1,150 lbs.-ft. of torque, and have wheelbase selections of up to 304 inches, and tandem axle and fifth wheel configurations.

On the safety side of things, there is electronic stability control, which comes standard on the tractor, collision mitigation systems, payload management suspension options, a body designed for ease of serviceability.

“The first thing you notice is the styling – the aerodynamic yet bold design could proudly represent your business,” said Glenn Ellis, vice-president of customer experience with Hino. “They you open the door to a wide, easy-access entry and an automotive grade finished interior ready to provide the best service possible to drivers and teams.”

For driver comfort, Hino XL Series trucks also come with air-ride cab and driver’s seat, hands-free Bluetooth, steering wheel controls, cruise control, and air conditioning.

The company also announced it will expand its U.S. operations with the purchase of the Cold Water Creek distribution center in Mineral Wells, WV, where the Hino XL7 and XL8 will be assembled.

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[kscarbel2]

Hino enters Class 8 market with XL series

Fleet Owner  /  March 8, 2018

INDIANAPOLIS. Hino is going big. The Toyota-owned company introduced its new line of Class 7 and 8 trucks.

“Entering Class 8 is arguably something no OEM has done successfully over the past 50 years,” said Dominik Beckman, Hino’s director of marketing and dealer operations told a large crowd before the unveiling of the XL7 and XL8 models at the Work Truck Show.

But Hino is betting it can do it with its A09 turbo diesel 8.9-liter inline 6-cylinder in both models, which will be manufactured the company’s new facility in West Virginia. 

“Considering our remarkable success in Class 4-7 in North America, and our growing global presence in the Class 8 market, entering the North American heavy duty segment makes for the next logical step. Not to mention our customers and our dealer network have been asking for this for some time,” said Yoshinori Noguchi, President and CEO of Hino Trucks North America.

The Hino XL Series will include straight truck and tractor configurations ranging from a GVWR of 33,000 to 60,000 lbs. and GCWR up to 66,000 lbs. with max performance of 360 horsepower and 1,150 lb.-ft. torque. With available wheel base selections of up to 304 inches, and tandem axle and fifth wheel configurations, the company is looking to attract a variety of vocations.

The lineup features new active safety solutions with electronic stability control (standard on tractor) and collision mitigation systems, innovative payload management suspension options, and a body builder friendly optimized design that was also engineered for maximum ease of serviceability.

Hino Trucks set out to create a vehicle with best-in-class styling, ergonomics, and valued amenities. “Both drivers and owners are going to love this truck,” said Glenn Ellis, vice president of customer experience.  “The first thing you notice is the styling – the aerodynamic yet bold design could proudly represent any business.  Then you open the door to a wide, easy-access entry and an automotive grade finished interior ready to provide the best service possible to drivers and teams.”

Air-ride cab and driver’s seat, hands-free Bluetooth audio/calling, steering wheel controls, LED headlights, cruise control, and air conditioning are standard on every 2020 model year Hino XL7 and XL8. The trucks will also feature HinoWatch 24/7 roadside assistance, HinoCare maintenance programs. Its fully integrated connected vehicle solution Hino Insight Telematics will be included for free for a one-year while Insight Remote Diagnostics and Insight Case Management are complimentary for five-years.

The company will begin taking orders in late 2018. Production will start in early 2019 in Mineral Wells, WV, at Hino’s one-million square foot facility.

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[kscarbel2]

 

[kscarbel2]

 

[kscarbel2]

[6368]

There is something strange about the way we classify trucks.  There are 5 classes between 10,000 and 33,000 lbs.  and yet  class 8 covers everything above 33000. This does not seem to be a useful classification system.  These trucks  cannot be expected to do similar work to say a 505hp double framed Mack with 58,000lb rears and yet they would both be class 8.

[Maxidyne]

Agreed, the classifications are outmoded- For example, a 2 axle straight truck can bump in to Class 8 if it has heavy axles. The classes also take no account of trailer towing capability- For example, a class 7 tractor with a 30k# GVW rating could be used to pull triple trailers at over 100k# train weight. Clearly a new classification system is needed.

[Red Horse]

9 hours ago, Maxidyne said:

Agreed, the classifications are outmoded- For example, a 2 axle straight truck can bump in to Class 8 if it has heavy axles. The classes also take no account of trailer towing capability- For example, a class 7 tractor with a 30k# GVW rating could be used to pull triple trailers at over 100k# train weight. Clearly a new classification system is needed.

Well another good example-when GM was offering the 8500 with a tandem axle, you know they had a GVW over 33,000 lbs.  Yet they never posted any sales figures for class 8.  How does that work?

Likewise, Ford offers an F-750 with a 37,000 lb GVW.  Class 8 for sure based on the numbers-yet you'll never see a class 8 sale for Ford. (Then again I'VE NEVER SEEN an F-750 advertised in any of the dealer rags with a 37,000 lb tag)  I have seen plenty of 8500 GM tandems however.

[EM6285]

I will welcome these new HINO XL-7 and XL-8 trucks and watch them perform. We are looking to replace 2 2012 INTERNATIONAL Workstar trucks soon because they are nothing but trouble with their Maxxforce 9 engines.

 

Finally HINO TRUCKS grow to a size they can be spec'd for the Municipal market. I hope our HINO TRUCKS dealer brings some demonstration trucks XL7 single axle and XL8 tandem axle with rear-loader refuse compactors (Heil, New Way, Mc Neilus or Loadmaster)...

Too bad NAVITRASH trucks with Maxxjunk have no resale value and no one wants them in trade-in

We have 2  2007 UD 2600 trucks that are powered by HINO J08E engines and they have been very reliable. One thing I like is HINO TRUCKS' warranty of 5 years /250,000 miles.

Edited March 17, 2018 by EM6285

[kscarbel2]

 

[kscarbel2]

Hino Shows Off XL Series Towing & Recovery Trucks

Heavy Duty Truckiing (HDT)  /  November 26, 2018

Hino Trucks expanded its product lineup this past Spring with the introduction of the all-new Class 7 and Class 8 XL Series. Recently featured at the 2018 American Towman show in Baltimore, the trucks featured a fully equipped Miller Industries Century 3212 G2 medium-duty wrecker and an LCG16 Series carrier. The Hino XL7 and XL8 models are powered by Hino’s A09 turbo diesel 8.9L inline 6-cylinder engine boasting a B10 life of 1,000,000 miles.

Production of the new Hino XL7 and XL8 trucks will start in early 2019 and will be assembled in Mineral Wells, W. Va., at Hino’s new one million square foot state-of-the-art production facility.

Hino XL Series has been coupled with the Century 3212 G2 designed with the capability of towing a wide range of vehicles, incuding passenger cars, vans, city tractors, and motor homes. With multi-positional rear jacks, dual 15,000-pound planetary winches and a 16-ton recovery boom, the Century 3212 G2 was designed to handle a wide variety of recovery jobs.

Also on display at the AT Show is the Hino XL Series with a Miller Industries 16-Series LCG (Low Center of Gravity) carrier. The patented design lowers the deck height 5 to 6 inches over conventional carriers. The lower height allows for the transport of taller loads such as forklifts or man-lifts that maybe over-height on a conventional carrier as well as providing better stability during transport.
The Hino XL Series will be offered in a host of straight truck and tractor configurations ranging from a GVWR of 33,000 to 60,000 pounds and GCWR up to 66,000 pounds with max performance of 360 horsepower and 1,150 lb.-ft. torque.

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[kscarbel2]

I like Hino, but that is a clumsy looking truck. The cab and hood don't match.....they're not proportional. Looks like a 48-hour project. Horrible execution.

[Hayseed]

On 11/27/2018 at 1:59 PM, kscarbel2 said:

I like Hino, but that is a clumsy looking truck. The cab and hood don't match.....they're not proportional. Looks like a 48-hour project. Horrible execution.

Is that just a 500 series Hino with the Cab moved back & a bonnet (Hood) fitted???  Al la "Strator"

or is It a bit more involved than that??

[kscarbel2]

1 hour ago, Hayseed said:

Is that just a 500 series Hino with the Cab moved back & a bonnet (Hood) fitted???  Al la "Strator"

or is It a bit more involved than that??

Exactly, it's a 500 series cab with a bonnet. It's not proportional.....the standard 500 cab is too narrow. It looks goofy behind that wide hood.

We all know pairing a COE cab with a bonnet can work great (e.g. Argosy), but this is a poor execution.

[RoadwayR]

Doesn't look any worse than some of the late model Lexus cars and SUV's!

You what is really crazy?  Between the Tundra and the class 3-4 Hino Toyota doesn't offer any class 3 conventional trucks.  No 3/4 or 1 ton pickups, no chassis-cabs.  Why?

 

[kscarbel2]

1 hour ago, RoadwayR said:

Doesn't look any worse than some of the late model Lexus cars and SUV's!

You what is really crazy?  Between the Tundra and the class 3-4 Hino Toyota doesn't offer any class 3 conventional trucks.  No 3/4 or 1 ton pickups, no chassis-cabs.  Why?

Of course Toyota used to offer a 1-ton cab & chassis in the US market with either single or dual tire configuration, and it sold very well. Penske Leasing ran thousands.

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[Hayseed]

1 hour ago, kscarbel2 said:

Of course Toyota used to offer a 1-ton cab & chassis in the US market with either single or dual tire configuration, and it sold very well. Penske Leasing ran thousands.

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Looks very much like A Dyna Chassis with a Hilux Cab Fitted, To Me..

[kscarbel2]

Hino strives for a piece of the Class 8 truck market

Brian Straight, Freight Waves  /  March 28, 2019

COLUMBUS, Indiana. It’s been about 50 years since a truck maker has successfully entered the Class 8 market in North America and lasted, said Dominik Beckman, director of marketing and dealer operations for Hino Trucks. So what makes Hino think it can do that now?

“We still view ourselves as an emerging player,” says Beckman, despite the fact that Hino has been selling trucks in the U.S. for 30 years.

Beckman said the company has earned 15 percent overall market share in the medium-duty segments, selling 14,492 units in 2018. That market share is 17 percent in Class 4, 31 percent in Class 5 cabover diesel, and increased 10 percent in Class 6, where Penske, Ryder and Enterprise purchase 38 percent of all vehicles.

Growth in these segments are being driven by last-mile, Beckman said, as Hino trucks come off the assembly line as chassis that are then outfitted with a wide array of bodies.

Opportunity exists in Class 7 and Class 8, Beckman believes, and Hino is looking to prove that out. The company is no stranger to heavy duty trucks. Part of Toyota, Hino sells Class 8 vehicles in many global markets. The new trucks in America will launch later this year. Orders will be taken starting in May.

The XL Series will be offered in the Class 7 XL7 straight truck or the Class 8 XL8 tractor configuration. Both will be powered by Hino’s A09 turbo diesel, 8.9 liter inline 6-cylinder engine.

The trucks will be come in various configurations, ranging from a gross vehicle weight rating (GVWR) of 33,000 to 60,000 lbs. and gross combined weight rating (GCWR) up to 66,000 lbs. The engine can produce up to 360 horsepower and 1,150 lbs.-ft. torque. Wheel base options include configurations up to 304 inches. Tandem axle is also an option.

The truck will be built at Hino’s new Mineral Springs, West Virginia factory, a 1-million square-foot facility opening this year.

Inside the truck, driver comfort was considered. Model-year 2020 vehicles will include an air-ride cab and driver’s seat, hands-free Bluetooth audio/calling, steering wheel controls, LED headlights, cruise control, and air conditioning will all be standard equipment. The vehicles will come with HinoWatch 24/7 roadside assistance and HinoCare maintenance programs.

Hino’s telematics solution, Hino Insight, will also be available. Hino Insight Telematics carries a one-year complimentary subscription, while Insight Remote Diagnostics and Insight Case Management are complimentary for five years.

The Hino Insight package offers customers up to a 30 percent reduction idle time, 25 percent reduction in fuel costs, and 20 percent increase in fleet utilization through its data insights, Beckman noted. Since being introduced in 2017, more than 40,000 Hino trucks have been sold with the Insight package.

Beckman also said that Hino will added extended cab and crew cab configurations of the XL series as well as a heavier front axle option for snow plow applications. Those updates will be formally announced at the North American Commercial Vehicle show in Atlanta this fall. The company will also give its Class 4-5 cabovers a makeover for the 2021 model year.

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[DailyDiesel]

That truck has some serious underbite going on.

[kscarbel2]

Test Drive: Hino's XL 8 Class 8 Straight Truck

Jim Park, Heavy Duty Trucking (HDT)  /  September 9, 2019

We waited nearly a year and a half for a ride in one of Hino’s new XL Series trucks. This Class 8 straight truck, configured with a 24-foot reefer box, is pretty typical of the applications this truck will see when customers get their hands on them. After all that time, I have to say it was worth the wait.

According to Glenn Ellis, Hino’s senior vice president for customer experience, Hino had been toying with the idea of getting into the heavy Class 7 and Baby 8 markets for 10 years, and finally got down to serious work on the project in 2015. Three years later, in March 2018, Hino launched the XL at the Work Truck Show in Indianapolis. We hadn’t heard much about the XL Series since then, but Hino offered us a test drive a day before the official grand opening of its new 1-million-square-foot manufacturing facility in Mineral Wells, West Virginia.

“The truck will be offered in a 4x2 straight truck and tractor configuration as well as 6x2 straight truck and tractor,” Ellis said during its premiere at the Work Truck Show. “We are targeting the 33,000- to 60,000-pound gross vehicle weight and the 66,000-pound gross combination weight segments, which have historically been voids in our product lineup.”

Ellis sees the XL in segments such as construction, utility, beverage, reefer box, roll-off, and towing and recovery. “The XL represents an opportunity for Hino to expand our presence into a much larger customer base than we have had in the past, especially in the food and retail delivery in urban environments.”

All XL series trucks are powered by the A09 turbo-diesel engine. It’s new to North America, but more than 50,000 of them are already working in other markets around the world. It has been in production since 2007 so makes its North American debut with 15 billion real-life miles behind it. The 8.9L inline-6 engine produces 300-360 hp and 900-1,150 lb-ft of torque. The A09 features common-rail fuel injection, a variable geometry turbocharger and Jacobs engine brake. Hino claims a B10 life rating of 1 million miles. (B10 is the expected engine life in miles of operation before 10% of that model of engines in operation will require a major repair, overhaul or replacement.)

In the cab

The tall, squarish cab is a trademark of sorts with Hino’s conventional models, but the XL interior is a fresh design. It has an automotive style to it, and the driver command center is grouped with the priority instruments and controls front and center. The less-used bits are pushed off to the right but still well within reach. The speedometer and tachometer surround an LED driver display that offers a selection of menus, from current and historical fuel economy to various engine parameters. I found the display a bit dim, but it was extremely bright outside, so it might have just been a question of contrast.

The controls for the display menus are on the left side of the steering wheel for easy manipulation with your thumb. The cruise control switches are on the right side of the steering wheel. The steering wheel has some fore-and-aft and up-and-down adjustment, but it's fairly limited. Sitting high up in the seat as I do, I found the top of the tach and speedo were obscured by the wheel. Not a big deal, really. 

And curiously, the primary and secondary air reservoir gauges are calibrated in 10-pound/square-inch increments, so when the tanks are at full pressure, the gauges read 12, rather than 120.

On the sides of the dash A-panel are two large heat/air conditioning vent openings, which provided terrific cooling airflow around the driver. Just to the right of the A-panel is a card slot that serves no purpose here in North America, but I suspect is a requirement in Europe and other markets where they use driver smart-cards with electronic tachographs.

The near-side of the B-panel holds the radio and directly beneath that, the HVAC controls. Further out to the right is a space that could be fitted with any of several devices; our test truck had the controls for the reefer unit in that spot. It’s a more convenient location for those controls than outside on the front of the cargo box.

The test truck had a National air-ride driver’s seat with a right-hand arm rest. The passenger seat was a two-person bench seat. The cab upholstery is decent, and it did a good job of keeping engine and road noise out of the cab. I found it compared favorably to other city trucks I’ve driven recently, but it’s not as quiet as some of the newer on-highway trucks I've driven, which are now approaching passenger-car noise levels.

The two features I liked the most were the abundance of glass and the amazing door arm-rest and grab bar for pulling the door closed. The windshield is massive at 2,385 square inches, and the side windows are cut low at the front for astonishing visibility close-in around the truck. It was really the first thing I noticed when I climbed in: I sat up nice and high in the seat and I could see everything around the truck – definitely something you want in a truck that's working in the close confines of an urban environment.

The slope of the hood helped here, too. There was really nowhere for stray pedestrians to hide.

The doors boast an 80-degree opening, making it very easy to climb into. The steps and grab bars on the A- and B-pillars are well-placed. The steps are nicely engineered, especially the top step – it’s more like a landing platform. It’s big and square and flat, which is huge safety feature for drivers who will be entering and exiting the cab dozens of times a day.

Getting the hood open for the trip inspection is light work and the hood latches are big and easy to manipulate. Under the hood is the pretty tightly packed A09 engine. Fluid levels such as coolant and power steering fluid are easy to check, but the transmission fluid dipstick is a bit of a reach. The oil dipstick is tucked down low and nestled in amongst a bunch of pipes and hoses. It might be a bit hard to grab for a driver wearing big gloves, but it was easy enough to reach bare-handed. All these inspection points are on the left side of the engine compartment, while the windshield washer reservoir is on the right. (No big deal, since you have to walk around and inspect that side anyway.)  

A couple of other points worth mentioning are the three-piece front bumper and the jump-start posts, which are located under the driver’s door beside a lockable battery lockout switch. Bumpers obviously can take a beating in the city, so Hino is helping to minimize repair costs with the three-piece design.

Driving the XL

A few features of the XL are immediately obvious as you climb aboard and strap in. First, the trip up into the cab is probably one of the best I have encountered. The steps are evenly placed, and they are big and grippy. The door opens wide enough for even the largest driver, and there’s a lot of belly room behind the wheel – way more than I needed. I didn’t measure anything, but I had the impression the XL is one of the tallest cabs (and driver positions) around.

The mirrors are well-placed and hardly compromise lateral visibility at all. They are mounted slightly forward, so you still have a clear view of traffic approaching from the right. The mirrors are door-mounted and jiggle a bit when you go over a good bump, but they do not vibrate at all when idling.

The 6-speed Allison 3000 RDS transmission was wired with Fuelsense 2.0, and that makes for much more comfortable, lower-rpm shifts, with a smoother launch and a quieter ride up through the gears.

Our test truck was equipped with a 24-foot box, tandem drive axles and a 14.6K front end, but it was surprisingly smooth and maneuverable for its size. The truck had a 50-degree wheel cut, making it possible to complete a right-hand turn from the right lane without crossing over into the next lane, except on some of the narrower streets on our route. Standard-width lanes posed no problems, right or left. The steering was firm, but not stiff, and just right on the highway.

We crossed over a really narrow bridge driving through Parkersburg, West Virginia, one that makes drivers watch both mirrors to make sure there’s a little space on the right and the left. The confident steering and the generally well-engineered feel of the truck let me cross the bridge without once feeling unnerved by the tight lanes.

I drove around Parkersburg for about an hour, negotiating the city streets, traffic lights, bridges and railroad tracks, and never felt the truck fighting back. We had about 10,000 pounds in the box, hardly a match for the A09, but it was enough to keep the drive wheels on the ground going over bumps. Even with that bit of weight, the beefy front suspension felt smooth and sturdy, not bone-jarring. And for a rubber-block drive axle suspension, the 40,000-pound Hendrickson Haulmaax was surprisingly unobtrusive.

I covered about 10 miles on Interstate 77 and about the same distance on some winding West Virginia back roads between Parkersburg and Mineral Wells. I give the XL top marks for handling in both these environments, with the added bonus of getting up to speed in the interstate pretty quickly. The Dana rear axles had a drive ratio of 5.29:1, so we were running at 1,700 rpm or so at 60 mph. That's a little fast for optimum fuel efficiency, but a ratio like that gives it the gradeability and startability you need in the city.

Hino trucks are often seen as pricier than some of the competitive models, but they come with an impressive list of standard features and warranty coverage that you pay extra for with other brands. For example, all conventional models, including the XL Series, come standard with 5-year/250,000-mile extended warranty coverage, including key components such as fuel injectors, the fuel injection supply pump, and the turbocharger. On top of that, Hino Class 6-8 trucks now come standard with a 5-year, unlimited-mileage transmission warranty on all Allison transmissions.

Hino will build all the XL Series trucks at the new Mineral Wells plant. Production began earlier this year, and the company say it plans to build 2,500 XL7 and XL8 trucks in the plant before year’s end.

Spec Sheet: 2020 Hino XL8 6x4

24-ft Kidron refrigerated body, Thermo King T-880R TRU

Engine: Hino "A09" 8.9L 300 hp/1,150 lb. ft.

Trans: Allison 3000 RDS 6-speed

Driveline: Dana Spicer SPL 170

Front End

Dana Spicer E-Series E-1462RW 14.6K

14.6 K tapered leaf springs

ZF TRW TAS 85 power steering

Bridgestone M870 315/80R22.5

Rear End

Dana Spicer DSH40 40K axles; 5.29:1 ratio

Hendrickson Haulmaax 40K

Bridgestone M760 11R22.5

Standard equipment:

Drum brakes, LED headlamps, cab air suspension, air-ride driver's seat, cruise control, air conditioning, Wabco On-Lane lane departure warning w. suspend switch, Wabco On-Guard collision mitigation, Hino Insight telematics (one year free), Hino Insight remote diagnostics and case management (five years free)

Wheelbase: 261 in.

Vehicle weight rating: 54,600 lb.

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[RoadwayR]

Really like the dash and instrument cluster.

[james j neiweem]

Is that Bernie Sanders opening the passenger door. Looking for the solar

/wind engine.

Edited September 6, 2019 by james j neiweem

[kscarbel2]

 

[Red Horse]

F'liner and International should be looking in their review mirrors!