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2008 HINO Information Kit

  1. HINO INCREASES MODEL RANGE ACROSS ALL GRADES
  2. HINO 714 HYBRID OFFERS INCREASED POWER AND EFFICIENCY
  3. HYBRID OFFERS RUNNING COST AND ENVIRONMENTAL BENEFITS
  4. HINO HAS A REAL HYBRID HISTORY
  5. HINO BEEFS UP THREE-AXLE RANGE TO 17
  6. HINO LAUNCHES NEW 500 RANGE TRUCKS
  7. HINO 500 LINE-UP CRACKS THE HALF-TON
  8. HINO 700 - MORE POWER, MORE CHOICE
  9. HINO UPDATES 700 RANGE
  10. TOYOTA GROUP AT THE FOREFRONT OF HYBRID DEVELOPMENT
  11. KEY SPECIFICATIONS

HINO INCREASES MODEL RANGE ACROSS ALL GRADES


Hino Australia has introduced new heavy-duty and medium-duty trucks to its range and substantially strengthened its commitment to hybrid technology.

The most comprehensive range launch ever undertaken by the company in Australia features a new engine and significant power increases.

The Hino 700 SS 2848 is the most powerful truck the company has ever sold.

The launch of a new Hino 714 Hybrid in the 300 range has been presented as a major step forward in meeting the intracity needs of future light-truck users.

The new vehicles will be pivotal in assisting Hino to deliver a record number of trucks in this calendar year.

A new and significantly strengthened fleet plan launched concurrently will be crucial.

According to Hino chief operating officer Steve Lotter, the company is on track to deliver 6300 vehicles this year, and 8000 a year by 2010.

The new vehicles are intended to provide appropriate power and chassis configurations for customer needs and to fulfil increasing requirements for value-operation.

The launch marks a major step-up of Hino's commitment to the heavy-duty market.

The company will invest heavily in personnel and training to prepare for future developments in the sector.

Hino has launched three new 700 heavy-duty trucks ranging in power from 450 to 480PS.

It has introduced a new 8.9-litre engine into the medium-duty category with power ranging from 300 to 320PS.

"Increasingly, the requirement in all markets is for power delivery which is directly tuned for application," Mr Lotter said.

"Hino has directly pitched its models to the needs of customers in many markets."

The new high horsepower models will supplement vehicles already in the range.

There are three new 700 series models and six new 500 series trucks featuring the all-new A09C engine.

All of the new 500 FM trucks are 6x4 and will contribute to Hino's heavy-duty line-up.

"Hino has always been a strong competitor in the medium-duty market, and the new trucks will strengthen our position in the heavy-duty segment," Mr Lotter said.

"Along with the new engines, wheelbase increases - especially in the 500 models - have expanded opportunities for application.

"The new 700 range will make a significant contribution to Hino's ability to service intrastate, regional distribution and container operators.

"It is also a strong contender for cattle freight and feedstock applications.

"The Hino 500 will service many of those markets and also be a major contributor in the waste industry."

All segments are considered to be growth opportunities.

Hino has already begun deliveries of the new 714 Hybrid.

It had previously placed 30 first-generation hybrids in the Australian market.

The biggest single delivery was a fleet of ten to TNT Express.

The second-generation light-duty hybrid has made significant advances in power and torque as well as achieving further reductions in fuel use and emissions.

Hino Japan will make the new 714 Hybrids readily available to Australia in the next twelve months.

"Hino's commitment to hybrid is absolute," Mr Lotter said.

"Concerns about fuel costs will not diminish. It is important to ensure that consumer concern can only focus on the cost of fuel, not on the fuel-efficiency of the trucks they buy."

Mr Lotter said the new launches have occurred at a time when the commercial vehicle industry faced significant economic challenges.

"At a time when the economy is tightening, new paradigms emerge," he said.

"Truck customers, and in many cases the end-users of truck services, are seeking solutions which go beyond traditional considerations.

"Purpose-built applicability, whole-of-life service, and OH&S considerations are increasingly playing a part in the building of relationships between truck suppliers and their customers.

"Hino is gathering a good reputation for the positive changes it has made in delivering on these requirements," Mr Lotter said.

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HINO 714 HYBRID OFFERS INCREASED POWER AND EFFICIENCY


Hino's new 714 Hybrid truck provides improved performance and efficiency coupled with lower emissions than the previous Hino Hybrid model.

The new hybrid truck has been designed to meet Euro V emission targets.

Hino 714 Hybrid has a lighter, more powerful electric motor, increased main battery and inverter power, and improved packaging efficiency, reliability, safety and driveability.

Its new synchronous permanent-magnet electric motor has 57 per cent more power and 44 per cent more torque - with a 30 per cent reduction in weight - for improved acceleration.

Superseded Hino Hybrid had an induction-type electric motor.

The new electric motor delivers 36kW maximum power and 350Nm maximum torque at 1000rpm, compared with figures of 23kW and 243Nm for the superseded model.

It has a mass of 40.8kg, 17.2kg less than the previous electric motor.

Hino 714 Hybrid's entire electrical system has been redesigned, to make better use of the vehicle's electric power, increase reliability and reduce weight.

The 714 Hybrid inverter is all-new and has 64kVA of power - more than double the power of the superseded model's inverter.

It has an aluminium case in place of the previous steel case, and waterproof couplers rather than a junction block for the connections to the high voltage battery and the electric motor.

The new inverter weighs 0.5kg less than the previous unit.

Hino 714 Hybrid's new nickel metal hydride high voltage battery also offers increased power and efficiency.

The battery's regular output has been increased by 43 per cent - from 21kW to 30kW.

Regular output has been increased from 274V to 288V.

Both increases have been achieved for a net mass increase of just 1kg - to 56kg.

The power control unit (PCU) has been downsized by 24 per cent to 160 litres - highlighting the advancement in the new design and saving space.

Increased ease of operation
Hino 714 Hybrid has a package of features to increase its ease of operation.

The new hybrid truck has an ECO lamp on the dashboard, to help the driver achieve maximum fuel economy.

The ECO lamp illuminates when the hybrid system is assisting the diesel engine.

The key to fuel-efficient operation is to drive in such a way that the lamp illuminates as much as possible.

Hino 714 Hybrid also has a charge lamp, to indicate energy recovery via regenerative braking.

The longer the lamp is illuminated during deceleration, the greater the energy recovered and stored for later use.

The new model has refined the exclusive Hino Hybrid feature of an idle-stop mechanism.

The idle-stop function operates when the vehicle is stationary, the transmission is in neutral and the driver's foot is on the brake pedal.

The diesel engine restarts as soon as the clutch pedal is depressed, using the electric motor as the starter motor.

The electric motor's role as a starter motor for the diesel engine means 714 Hybrid can shut down the diesel engine when the vehicle is stopped, and smoothly restart the engine when it is time to move off.

The electric motor cranks the diesel engine at 400rpm to start it, in order to save fuel.

The idle-stop function can be disabled via a button on the dashboard if the driver desires. For example, keeping the diesel engine running when the vehicle is stationary in hot weather provides on-going air conditioner operation.

...ends/

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HYBRID OFFERS RUNNING COST AND ENVIRONMENTAL BENEFITS


Hino's new 714 Hybrid truck delivers benefits in lower running costs, lower green house gas emissions and reduced gross emissions.

Operating at Euro V standards means it reduces emissions of particulate matter (PM) and oxides of nitrogen (NOx), as well as carbon dioxide, to the lowest level of any Japanese light duty-truck available on the market today.

The truck offers potential fuel savings of more than 20 per cent compared with a similar-sized conventional truck.

The direct relationship of fuel use to CO2 production means less greenhouse gas production.

Hino Australia already has a bank of data on hybrid benefits in Australia - including both lower fuel costs and reduced wear on brake pads.

Hino worked with local freight company TNT Express to conduct a two-year comparison between the initial Hino Hybrid model and a conventional truck - using the vehicle on Sydney delivery runs.

This comparison and Hino in-house tests produced an indication of fuel savings of between 20 and 30 per cent.

"Hybrid is undoubtedly the way of the future in certain applications," said Hino Australia chief operating officer, Steve Lotter.

"It has the potential to provide major savings in fuel and reductions in emissions, without any operational downside."

Hino 714 Hybrid's fuel-saving features include the unique Hino idle-stop feature and regenerative braking, which also saves on wear for the four-wheel disc brakes.

The vehicle's acceleration performance has been significantly improved compared with a conventional truck with the same (three tonne) payload capacity.

Regeneration reduces brake pad wear
Comparison testing in Australia with the initial Hino Hybrid's diesel-electric hybrid regenerative braking system revealed significant reductions in brake pad wear.

Based on actual distance travelled of 49,531km, the front brake pads fitted to the Hino Hybrid wore just 1.3mm.

On that wear rate, the projected working life of the front pads would increase by 50 per cent compared with the same pads fitted to an equivalent conventionally powered truck.

In addition, there was no measurable wear of the Hino Hybrid's disc brake rotors, providing more potential savings in down-time and service costs.

The regenerative system delivers a number of significant benefits over a conventional braking system.

It recovers energy, improves fuel economy and lowers greenhouse gas emissions.

The regenerative braking system can provide the majority of the total braking force needed in low-speed, stop-start traffic where little deceleration is required.

The electric motor acts as a generator, converting kinetic energy from the vehicle's motion into a reusable form - electricity - which is stored in the battery.

This significantly improves the fuel economy and emissions of a hybrid vehicle and further enhances the attractiveness of hybrid vehicles for city driving.

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HINO HAS A REAL HYBRID HISTORY


Hino has been researching ways to provide transport and environmental solutions using electric motors since it first conducted monitored testing with eight electric buses in 1973.

The Hino Hybrid Vehicle Development Division was set up to explore this technology and is continuing its quest to reduce customer costs and help conserve valuable global resources.

Hino has been at the forefront of hybrid development since 1976 when the company began studying a series of hybrid vehicles, and in 1981 it began development of a Hybrid Inverter Controlled Motor and Retarder (HIMR) system.

The objective of the HIMR project was to integrate diesel with electric power.

Hino first displayed a hybrid concept vehicle at the 1989 Tokyo Motor Show.

After testing and developing its parallel hybrid system for almost a decade, Hino launched the world's first diesel-electric hybrid bus onto the market in 1991.

One area of hybrid technology that was brought into question in real-world conditions was its ability to adequately deal with inclines.

Hino Hybrid vehicles produced decreases in both fuel consumption and emissions in flat city driving, but were untested in the hinterlands of major cities.

In 1993, Hino received an inquiry from Matsumoto Electric Railway, with whom it had a business relationship, to use one of Hino's environmentally friendly buses in the hilly Kamikochi area.

The Kamikochi challenge inspired the Hino hybrid development team to create a solution that proved to be a major turning point in hybrid truck technology.

The problem arising from climbing prolonged slopes is one of tuning; how to store and release electricity, and how to reduce the load on the battery.

With the assistance of Matsumoto, Hino was able to tune the battery and engine to negotiate hills of up to an 18 degree incline, in addition to applying knowledge and techniques developed in flat terrain driving.

Two years after launching its hybrid city bus on the market, Hino released a medium-duty hybrid truck that incorporated a number of improvements based on customer comments.

Hino invited three major transportation companies to conduct monitored testing in order to measure customer feedback directly from the drivers operating the trucks every day.

The Hino 'Blue Ribbon HIMR' hybrid bus was launched in September 2001 and adopted the common-rail fuel-injection system and oxidation catalyst muffler.

It was followed by the Hino S'elega R HIMR coach, and more recently the latest Hino S'elega Hybrid was released in May 2008, featuring the new A09C-1M 8.9-litre engine.

Overall efficiency was significantly improved by adopting nickel hydride batteries.
In May 2002, Hino developed a more efficient hybrid system that integrated the advantages of conventional series and parallel hybrid systems by employing a one-way clutch and one motor.

A new electric storage device and an advanced generator produced a significant improvement in fuel efficiency and emissions.

Hino launched the Dutro Hybrid light-duty truck in November 2003.

The company has sold more than 3000 hybrid trucks and buses in the Japanese market to date.

Hino Hybrid was launched in Australia in March 2007, and now Hino 714 Hybrid has just been released onto the local market.

Hino's Hybrid Vehicle Development Division is continuing its quest to reduce customer costs and help conserve valuable global resources.

Additionally, Hino is putting considerable effort into developing the ultimate in clean energy - the fuel cell - although a lack of infrastructure currently makes the commercial sales of fuel cell-powered vehicles unfeasible.

Hino believes, however, that its enduring investment in hybrid technology is benefiting its drive to fully develop fuel cell power.

"We can leverage some of the technologies we gain through development of hybrid technologies in fuel cells," said Mr Yoshito Hijikata, Hybrid Vehicle Development Division manager.

"By doing the best we can do now, we can make gradual progress so that in the end we reach the ultimate goal of clean energy."

Hino has joined Toyota Motor Corporation to develop a large bus equipped with a high-pressure hydrogen fuel cell hybrid system.

...ends/

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HINO BEEFS UP THREE-AXLE RANGE TO 17


The launch of three new Hino 700 and six Hino 500 variants has produced the most powerful line-up of heavy duty vehicles the company has ever offered in Australia.

Hino now has 17 three-axle variants in its line-up, made up of five Hino 700 and a dozen Hino 500 model variants - the largest number it has had on offer.

"Hino was the fastest-growing brand in the heavy-duty segment in 2007, and the addition of the all-new SS and FM models will add significantly to our presence in this very important market," said Steve Lotter, Hino Australia chief operating officer.

"Having 17 three-axle trucks in the Hino line-up underlines that we are serious about taking market share in the heavy-duty segment," he said.

"We know that we have to earn the trust of the market by offering a well-targeted mix of variants in a number of power and payload capacity ratings, allied to Hino's growing reputation for reliability, driveability and affordability."

The 700 range - now with power options ranging from 321kW to 353kW - now covers 50,000kg through to 72,000kg GCM.

The 12 Hino 500 three-axle variants now consist of one 6x2, 24,000kg GVM model, the FL 2427 Air, and 11 different 6x4, 26,000kg GVM variants.

The Hino heavy-duty line-up is led by the 353kW-powered SS 2848 Air and a high-roof version, the SS 2848 HR Air.

The other new member of the 700 line-up is the SS 2845 Air, joined by the already available FS 2842 Six Rod and FS 2844 Air.

The most powerful of the three-axle Hino 500 models is the just-released FM 2632 Air and FM 2632, both of which are powered by an all-new 235kW Hino A09C TK engine.

All of the engines are ADR 80/02-compliant.

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HINO LAUNCHES NEW 500 RANGE TRUCKS


Hino's six new 500 FM variants have significantly more torque and power than the five standard FM variants, thanks to Hino's all-new A09C lightweight, fuel-efficient engine.

The six new FM models share Hino's all-new 8.9-litre turbocharged and intercooled direct-injection overhead camshaft diesel engine that is available in two power ratings.

The "A" A09C engine has been designed as a high-torque, low revolution and low fuel consumption engine, with a significantly undersquare bore and stroke dimension.

The new Hino engine has a 150mm stroke, 20mm longer than the J08E "J" engine, to achieve a 1.1-litre increase in capacity.

It has the same bore dimension of 112mm.

The stroke of the "A" engine is 34 per cent greater than its bore dimension, compared with the 16 per cent for the less undersquare "J" engine.

The A09C engine also powers the all-new Hino S'elega Hybrid bus that was recently released in Japan.

The new line-up consists of the FM 2632 Six Rod and FM 2632 Air, FM 2630 Auto with Six Rod and FM 2630 Auto Air, including four long-wheelbase variants.

The new FM also has improved visibility due to a more elevated seating position.

FM 2632 and FM 2632 Air both have a GCM of 40,000kg, up 7000kg on the standard-powered FM models.

The Hino A09C TK engine powering the Hino FM 2632 variants delivers 235kW (ISO NET) of power at 2100rpm and 1079Nm of torque at 1100rpm.

It produces 36 per cent more power and 24 per cent more torque than the 7.7-litre Hino FM "J" TB engine that produces 190kW of power and 794Nm of torque.

The Hino A09C TJ engine powering the FM 2630 variants generates 221kW of power and 1079Nm (both ISO NET) of torque.

The new engines both meet ADR 80/02 and can be matched to an 11-speed overdrive Eaton manual transmission with two crawler gears, or six-speed overdrive Allison 3500 automatic transmission.

FM 2630 Auto and FM 2630 Auto Air are both equipped with the six-speed Allison transmission.

FM 2632 and FM 2632 Air are both fitted with 11-speed Eaton transmissions.

FM 2630 Auto Air has a wheelbase of 5250mm, while FM 2630 Auto comes in two wheelbases - 4240 and 5250mm.

FM 2632 Air has a 6500mm wheelbase, while FM 2632 is also available in two wheelbases - 4240 and 6500mm.

...ends/

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HINO 500 LINE-UP CRACKS THE HALF-TON


Hino 500 now offers 52 model variants with the addition of six new FM models, covering almost every application in the medium-duty market.

Ranging from 10,400 to 26,000kg GVM, the Hino 500 range now includes two dump models, one mixer, four crew cabs (including two 4x4s), two single cab 4x4s and seven automatic transmission variants across 15 narrow cab and 37 wide cab variants.

The three new manual variants are the FM 2632 Medium (with a recommended retail price including GST of $164,462), the FM 2632 XX Long ($170,471) and FM 2632 XX Long Air ($178,471).

The FM 2632 Medium is best suited to tipper, tipper dog and agitator applications, while the XX Long variants are both well-equipped to work as a 14-pallet van or tautliner, tray or livestock vehicle.

The three automatic variants include the FM 2630 Auto Medium (RRP $174,542), the FM 2630 Auto Long ($178,876) and the FM 2630 Auto Air Long ($185,531).

The FM 2630 Auto Medium is targeted at agitator and tipper applications, while the FM 2630 Auto Long and Auto Air Long are intended for work in waste collection, general metropolitan distribution and livestock.

The Hino 500 range has the active safety feature of ABS anti-skid brakes as standard equipment on all 4x2, 6x2 and 6x4 models.

Cruise Control is also standard across the 500 range (except for the 4x4 and crew cab models).

Forty-six models in the 500 range have Hino's new-generation 7.7-litre "J" series engines. The six new FM models are powered by the larger 8.9-litre "A" series engines.

The ADR 80/02-compliant engines are electronic direct-injection (common-rail), variable-nozzle turbocharged and intercooled.

Hino updated all 500 engines to produce more power and torque, achieving better fuel economy and lower emissions than those fitted to the previous model.

There are now six different power ratings for Hino 500 - 129kW, 152kW, 168kW and 190kW - with the new FM engines producing 221kW and 235kW, all ISO NET.

Three of the variants have nine-speed Eaton transmissions, and three of the new FM models include 11-speed Eaton transmissions.

Hino pioneered the commercial application of common-rail fuel injection in mid-sized trucks for greater accuracy of fuel injection timing and volume, in addition to reducing noise and vibration, and therefore reducing driver fatigue.

All models have a water-cooled exhaust gas recirculation (EGR) system, designed to reduce combustion temperature and emissions.

The engines also have an electronically controlled variable-nozzle turbocharger.

The J08E series is the most widely used engine in the Hino 500 range. It has a capacity of 7.7 litres, an 18.5:1 compression ratio, and four valves per cylinder, with a central injector nozzle and swirl-type inlet ports.

It has under-square bore and stroke dimensions of 112 x 130mm to maximise torque.

The Hino 500 FC models feature the 4.7-litre J05D TG engine, with bore and stroke dimensions of 112 x 120mm.

The performance ratings in ISO NET for the Hino 500 engines are:

J05D TG - 129kW @ 2500rpm and 608Nm @ 1500rpm
J08E UA - 152kW @ 2500rpm and 608Nm @ 1500rpm
J08E TE - 168kW @ 2500rpm and 686Nm @ 1500rpm
J08E TB - 190kW @ 2500rpm and 794Nm @ 1500rpm
A09C TJ - 221kW @2100rpm and 1079Nm @ 1100rpm
A09C TK - 235kW@2100rpm and 1079Nm @ 1100rpm

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HINO 700 - MORE POWER, MORE CHOICE


Hino has launched three new heavy-duty models that offer more power and better torque characteristics than the models they replace.

All three new Hino 700 models are the most powerful heavy-duty Hino trucks ever launched in Australia.

They are all equipped with Exhaust Gas Recirculation (EGR), a first for Hino 700 that has, along with new engine and fuel mapping, assisted in achieving emission compliance.

The new models feature Hendrickson (HAS) airbag rear suspension, a newly released modular designed 'global' chassis and are distinguished by chromed front grills.

The Hino SS 2848 HR Air is the first high-roof truck released by Hino Australia, offering double sleeping berths and more cabin storage.

SS 2848 HR Air and SS 2848 Air are both powered by a Hino E13CVA engine that produces 353kW at 1800rpm and 2157Nm of torque at 1100rpm.

While power is up 6.6 per cent on the model it replaces, peak torque of 2157Nm is the same - but the torque curve is much flatter, offering a better spread of performance over a wider rev-range.

The new Hino E13C VA engine produces 2000Nm of torque at 1600rpm, an increase of 8 per cent.

In comparison, the superseded E13C TS generated 1850Nm at the same engine speed.

SS 2845 Air is powered by a 331kW Hino E13C VC engine generating 2157Nm.

SS 2845 Air produces 9.6 per cent more power at 1800rpm than the model it replaces, and 33 per cent more torque at 1100rpm.

Both new engines have revised fuel mapping to achieve the performance increase, and to meet ADR 80/02 emission requirements.

This has allowed the fitment of horizontal exhaust systems in place of vertical stacks.

Hino has made significant chassis changes with the new models.

The 'global' chassis designed by Hino Japan is bolted on the side section instead of being riveted to the top, allowing for easier fitment of bodies to the flat upper chassis rails.

The chassis is configured for a number of different tyres sizes that are required for markets around the world.

The new chassis also allows for easier docking on the turntable and better placement of radiator and engine mountings.
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HINO UPDATES 700 RANGE


Hino 700 now has three new SS models in addition to its two current FS models, offering a greater choice of payload capacity and performance than ever before.

Hino now offers three ADR 80/02-compliant engines from 321kW to 353kW across the five models.

All three new SS models have a GCM of 72,000kg.

The new SS 2848 HR Air and SS 2848 Air are both powered by a 351kW Hino E13C VA engine while SS 2845 Air is powered by a 331kW Hino E13C VC engine, both generating 2157Nm of torque.

SS 2845 Air has a recommended retail price of $211,145 including GST, while the SS 2848 Air is at $213,145.

Both models are positioned as metropolitan or intrastate prime movers, and are equally at home in tipper and dog applications.

SS 2848 HR Air is priced at $219,250 and is best suited as an inter or intrastate prime mover, or for metropolitan container transport.

FS 2842 Six Rod is powered by the 321kW Hino E13C US engine. The Hino E13C UY fitted to FS 2844 Air produces 331kW.

Both FS and SS models are equipped with 18-speed RTLO Eaton transmissions.

All 700 models have Hendrickson (HAS) air bag rear suspension, with the exception of FS 2842 Six Rod which is equipped with semi-elliptic leaf springs and torque rods.

FS 2842 Six Rod and FS 2844 Air are best suited to tipper and dog trailer work, while the SS range is at its most proficient as a prime mover.

Hino has made significant chassis changes with the new SS models.

The new single-skin chassis is lighter and has improved rust resistance.


The 'global' chassis designed by Hino Japan for the new SS models allows for the easier fitting of bodies to the clean (no rivets) upper chassis rails.

All FS and SS models have a Gross Vehicle Mass (GVM) of 28,300kg.

FS 2842 has a Gross Combination Mass (GCM) of 50,000kg, and 62,500kg GCM for FS 2844 Air.

Hino's three-axle offering now covers 17 variants when Hino FM 500 and FL 500 models are included.

...ends/

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TOYOTA GROUP AT THE FOREFRONT OF HYBRID DEVELOPMENT


Hybrid is rapidly gathering momentum as the energy-delivery mechanism of the future, and the Toyota Group of Companies is at the leading edge of this technology.

The introduction of hybrid is as important and exciting a step in the development of the motor industry as the introduction of the internal combustion engine just over a century ago.

Hybrid is, without doubt, the pathway to the future of powertrains.

While others are contemplating solutions well into the future, hybrid already provides the platform which enables those future solutions to be enacted.

The Toyota Group of Companies jointly spent $9.3 billion last financial year on research and development - and much of that expenditure is directed to future energy solutions, including hybrid.

Toyota has worked hard to inform the market about the benefits of hybrid technology.

Now hybrid is a synonym for impressive fuel economy and low emissions.

Toyota Prius is a forerunner of the future of hybrid, and that future is arriving faster than many would have imagined.

Camry hybrid will be built at Toyota's Altona plant from 2010. Toyota Australia plans to produce 10,000 hybrid Camry vehicles each year for the domestic market.

Australia will join Japan and the United States as a member of the family of Toyota operations that make hybrid Camry.

Hybrid technology's extreme versatility means it is capable of being applied in varying levels of intensity, and to achieve specific targets.

Within the Toyota Group of Companies it is already being used to provide fuel saving in Prius and advanced performance with Lexus.

The Toyota Group believes that the ultimate eco-friendly car will incorporate hybrid technology.

Hybrid is a core technology for the Toyota Group of Companies.

Whether it's petrol-electric or diesel-electric, or whether the power source is gas or ethanol, or even hydrogen, the likelihood is that the fitting application will be through a combination of energy generators - in other words, a hybrid.

And the automotive world is rapidly agreeing.

According to industry analyst J.D. Power, there will be more than 50 hybrid variants in the United States in just four years.

Toyota has been ahead of the game and very successful due to its vision.

In September 1993, Toyota established Project Global 21 to research cars for the 21st Century.

The project team advocated a small-size car with a large-size cabin.

The first Toyota Prius produced under project Global 21 was publicly displayed at the 1995 Tokyo Motor Show as a concept car.

Although the word 'hybrid' was not used at the launch, Toyota had selected a direct-injection, four-stroke petrol engine and an electric motor with a continuously variable transmission.

Since the launch of Prius in Japan in 1997, the world's first mass-produced hybrid sedan has gone from strength to strength.

More than 1 million Prius have been sold worldwide, 10,000 of those in Australia.

Last year Toyota Australia sold 3176 Prius, a 60 per cent increase.

That is more than the total sales of Alfa Romeo or Saab in Australia, and double the volume of Ford Fairlane or Holden Statesman.

To June 30 this year, Prius has outsold both BMW's entry level 1 Series and the Mini Cooper, so it could be said that Prius and hybrid are becoming mainstream.

Toyota intends to achieve one million hybrid vehicle sales annually as early as possible in the next decade.

To achieve that goal, it is the long-term objective to have a hybrid variant as part of every model family in both the Toyota and Lexus line-ups.

And this process never stops. On average, Toyota invests $25 million per day into research and development, including its commitment to improving hybrid technology.

Every day, the Toyota Group of Companies is pushing ahead with mobility-related research and development in order to get closer to achieving the aim of creating the ultimate eco-vehicle.

Lexus also has adopted hybrid as a unique selling proposition - performance without guilt.

The Lexus GS450h is a V6 hybrid that has the emissions of a four-cylinder car but V8-type performance.

The benefits of hybrid are many and varied.

The RX400h and GS450h are both world firsts, as is the LS600hL - the world's first V8 hybrid limousine.

In Prius and Hino Hybrid, the focus is on fuel economy and reduced emissions while Lexus GS450h sees the enhanced performance of hybrid technology making this vehicle a true sports sedan.

Ten years ago the technology, especially the electronics, to fulfil these goals did not exist.

Toyota makes the point that when it launched the Series I Prius in 1997, the technology now used in Series Two, launched just six years later, had not then been invented.

That's how rapidly change is occurring.

Hino Hybrid was the world's first production diesel-electric hybrid truck.

Australia became the first overseas market to launch Hino Hybrid - both an honour and a compliment.

Building a hybrid truck is particularly challenging due to its greater payloads and need to endure extreme driveline stress.

Hino expects increasing acceptance of this new technology and its benefits.

Hino Australia has now released the second truck using this technology, the 714 Hybrid, and is currently evaluating a medium-duty hybrid truck on local roads.

Over more than a decade, the Toyota Group of Companies has been at the forefront of hybrid development, and bringing that technology to market.

Toyota, Lexus and Hino are hybrid leaders in their respective segments, and have successfully adapted the technology for passenger cars, luxury sports sedans and trucks.
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TOYOTA GROUP AT THE FOREFRONT OF HYBRID DEVELOPMENT...6

The development of hybrid technology across the Toyota Group of Companies has been unrelenting and will continue in step with ongoing research and trialling of fuel cell technology.

Toyota, Lexus and Hino believe that research into making hybrid technology work in real-world conditions will play a key role in providing solutions for the future.

Recently, Toyota announced it had developed an advanced fuel-cell hybrid vehicle - the Toyota FCHV-adv. Its newly designed high performance Toyota fuel cell (FC) stack improves fuel efficiency by 25 per cent, making it possible to travel approximately 830km on a singe fuelling, more than double the range of the vehicle's predecessor.

In addition, the Toyota FCHV-adv can start and operate in cold regions at temperatures as low as minus 30 degrees Celsius.

It is these developments that underline the effectiveness of hybrid in delivering improved outcomes in advancing fuel-cell technology - reinforcing Toyota's belief that hybrid is core to the development of new driveline solutions into the future.

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KEY SPECIFICATIONS


CLICK HERE to download 714 Hybrid key specfications pdf document.

CLICK HERE to download FM 2630 Auto Air key specifications pdf document.


CLICK HERE to download FM 2630 Auto key specifications pdf document


CLICK HERE to download FM 2632 Air key specifications pdf document


CLICK HERE to download FM 2632 key specifications pdf document


CLICK HERE to download SS 2845 Air key specifications pdf document


CLICK HERE to download SS 2848 Air key specifications pdf document


CLICK HERE to download SS 2848 HR Air key specifications pdf document



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