Hino hits a triple for 09

Hino Trucks' 2009 models will include a dual steer truck, the Eaton Ultrashift Highway Value transmission, and an optional extended cab version.

Especially designed for waste-management and street- sweeper applications, the dual steer truck will be outfitted with driver controls mounted on both sides of the cab, and the ignition switch centrally located between the two control stations.

The option is available on all Hino trucks models ranging from the 14,050 GVW Model 145 all the way up to the 33,000 GVW Model 338.

The UltraShift Highway Value (HV) transmission will be offered on the 268A and 338 truck models, providing significant fuel and operational savings over conventional automatic transmissions.

By combining the UltraShift HV with the 268A and 338, Hino improves fuel efficiency and simplifies maintenance for Class 6 and 7 Hino truck offerings.

Tests conducted by an independent firm in accordance with SAE J1526 Joint TMC/SAE Fuel Consumption In-Service Test Procedure, Type III, measured the UltraShift HV transmission against a conventional automatic transmission and determined that the UltraShift HV transmission delivered fuel economy savings from 6% to 19%, depending on the duty cycle, according to Hino.

The UltraShift HV transmission is a fully automated transmission system for Class 6 and 7 vehicles. It is designed to be paired with diesel engines in the 195 to 260 horsepower range. The HV is capable of handling torque capacities up to 660 lb-ft and loads up to 33,000 lb. The UltraShift HV transmission is suited for pickup/delivery, service/utility and recovery applications.

Additional key features and benefits of the UltraShift HV transmission include:

  • No scheduled maintenance. No filters to change provide lower maintenance and reduced downtime costs.

  • Hill assist. Automatically minimizes rollback on up to 10% grades while the operator makes the transition from the brake pedal to the accelerator, which benefits the driver in both uphill and downhill stop/start situations.

  • Modular design. Provides more rapid service and reduced service costs.

  • Commonality. Electronics modules and shift controls used on other Fuller manual and automated transmissions allow service providers to reduce service parts inventories and speed training and certification of technicians.

The extended-cab option became available in the spring. The 30“ extension has side windows with operating vents, and a fully trimmed Hino interior. The outside is constructed using corrosion resistant composite materials.

“We can now offer the same Hino advantages our customers have grown to expect to owner-operators and fleets who require the additional cab room,” said Glenn Ellis, vice president of marketing and dealer operations. “The 30“ cab extension has the same cab height as our standard cab, making for a comfortable, roomy interior for drivers and passengers alike.”

The base model has no seating, with an optional full-width bench seat in black vinyl, or a 26“ day bunk with foam mattress and under-bunk storage.

Other options for 2009:

  • New wheelbases: 152“ and 84.6“ C/A on the 258LP and 268; 120,000 psi frame on the 338 model for the wheelbases of 217“, 235“, 253“, and 271“.

  • 25,900-lb GVW 338 available with 120,000 psi frame.

  • 21,000-lb rear axle with rear differential lock on the 338.

  • Power windows and power door locks.

  • Driver's seat-only configuration (no passenger seat).

  • Air ride suspension on the 238 (17,500 lb), 268 (19,000 lb), and 268A (19,000 lb).

  • Air horn on the 238, 268, 338, 338CT.

  • Air suspension seat on the 145, 165, 185, 238, 258 LP, and 268.

Production of the 2009 Tundra at the San Antonio plant recommenced this month. Toyota temporarily halted production on August 8, reacting to the economic downturn and the rapidly rising fuel prices that had caused a decline in the light-truck market.

Production of the Tundra, which had been built in Princeton, Indiana and San Antonio, will be consolidated at the San Antonio plant in the spring of 2009.

Tundra offers 45 models

Altogether, the 2009 Tundra offers a choice of 45 models in three wheelbases, three cab styles, three bed lengths, three engines, and three trim levels, and with 4×2 and 4×4 drivetrains.

Standard in Tundra regular and Double Cab models, a 4.0-liter V6 produces 236 horsepower at 5200 rpm and 266 lb-ft of peak torque at 4000 rpm. The mid-grade option for these models and standard for the CrewMax models is the 4.7-liter i-Force V8 producing 276 hp at 5400 rpm and 313 lb-ft of peak torque at 3400 rpm. Both the V6 and i-Force 4.7-liter V8 feature DOHC 4-valve cylinder heads and Variable Valve Timing with intelligence (VVT-i) for responsive power across the engine's operating range. Both engines are teamed with a five-speed automatic transmission that features uphill/downhill shift logic.

A more powerful 5.7-liter i-Force V8 is available in every model configuration. Specifically engineered for full-size pickup applications, the i-Force 5.7-liter is a long-stroke design. In addition to 381 hp at 5600 rpm, the i-Force 5.7 produces 401 lb-ft of peak torque at 3600 rpm.

To optimize power and fuel efficiency while minimizing emissions, the i-Force 5.7-liter V8 uses aluminum cylinder block and DOHC heads. A Dual VVT-i system controls valve timing and overlap on both the intake and exhaust valves.

All Tundra engines are equipped with the Acoustic Control Induction System (ACIS). Butterfly valves inside the intake manifold switch the length of the intake runners in two stages, based on RPM and throttle angle, which improve efficiency across the engine speed range.

Tubular stainless steel 4-2-1 exhaust manifolds flow into a full stainless steel exhaust system with laser-welded, high-capacity mufflers. In both V8s, a crank-hold electronic starter control uses a “twist and release” ignition switch to prevent failed starts and grinding on a re-start attempt. Both Tundra V8 engines meet the Ultra-Low Emissions Vehicle, or ULEV II, emissions certification.

The i-Force 5.7-liter is teamed exclusively with a six-speed automatic transmission. Shift logic adapts the transmission's shift maps to driver input. Both Tundra transmissions use Toyota “WS” fluid with a flat viscosity/temperature curve (cold viscosity is close to warm viscosity). This fluid reduces friction and wear, enables faster vehicle warm-up, and never needs replacing. In both transmissions, a fluid warmer quickly brings the transmission fluid up to operating temperature to optimize cold- weather performance.

There are three Tundra wheelbases: 126.8“ for Regular Cab/standard bed models; 145.7“ for Regular Cab/long bed, Double Cab/standard bed and CrewMax models, and 164.6“ for Double Cab/long bed models. Tundra's advanced TripleTech frame uses wide, full-boxed frame rails for the front portion, reinforced C-channel under the cab, and an open C-channel underneath the bed to maximize strength, ride quality, and durability.

The double A-arm front suspension uses coil-over spring shock units, while a front-mounted steering rack helps enhance steering feel and response. The rear suspension uses staggered shocks mounted outboard of the springs to improve the shocks' dampening efficiency. Spring rates are tuned to provide a flat vehicle stance when fully loaded. The trapezoidal shape of the rear frame section provides “toe-out” mounting points for the rear leaf springs, which provides confident towing under a full load.

An available tow package on all Tundra i-Force V8 models increases towing capacity significantly, up to 10,800 lb, depending on the model and drivetrain. A one-piece towing receiver is integrated into the frame prior to bed installation. The structure runs nearly two feet down the length of the frame and attaches to each side around the rear spring shackles' cross-member with 12 bolts. Tow Package rear springs help provide level full-load rear suspension height and maintain full range of suspension travel. The Tundra can remain level even with 1000 lb of tongue weight or payload.

Toyota Tacoma

All Tacoma models will now feature vehicle stability control (VSC), and traction control (TRAC) as standard equipment. Also included are anti-lock brakes, electronic brake force distribution, brake assist, VSC, and TRAC. Additional new standard features include an automatic limited slip differential, roll-sensing curtain and seat side airbags, and front active headrests.

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