AT THE HEART OF THE ROAD TRANSPORT INDUSTRY.

Call our Sales Team on 0208 912 2120

TOYOTA HIACE 300

14th November 2002
Page 44
Page 46
Page 48
Page 44, 14th November 2002 — TOYOTA HIACE 300
Close
Noticed an error?
If you've noticed an error in this article please click here to report it so we can fix it.

Which of the following most accurately describes the problem?

IPRICE AS TESTED: £15,435 (ex-VAT). ENGINE: 2.5 litres, 101hp (75kW). GVW: 3,000kg. PAYLOAD: 1,135kg. FUEL CONSUMPTION (laden): 33.0mpg (8.61It/100km). AVERAGE SPEED: 73.3km/h.

"More power" we cried last time we tested a Toyota Hiace and lo, it has more power. With a 2.5-litre, mihp engine it pulls like a train when the speed is right. But is this new lion heart enough—and can the rest of the van handle it?

Commercial Motor gives a Hiace the full re-test treatment and discovers a van which is remarkably civilised, but is still not quite perfect. egular readers may get the impression that 2002 is the Year of the Toyota D4D. We've already covered the Hilux pickup and the Dyna forward-control light truck with this engine des

ignation, and now here we are with the Hiace D4-D. It may look familiar to those readers who pay close attention, as this is the same van that participated in our 2.8-tonne(ish) panel van group test in the summer (CM 8-14 Aug). The reason for this glut is that last winter Toyota added common-rail technology to its entire range of light CVs.

In our group test the Hiace performed better than some expected, challenging Ford's best-selling Transit for second spot in the ratings, but here we put it under the spotlight of a full stand-alone road test.

PRODUCT PROFILE

It's not that long since we were criticising the Hiace range for lacking choice and power (despite its now defunct Power Van name). How times have changed. Toyota's CV price list now incorporates more than a dozen versions of the Hiace not counting conversions, including a six-seat crew-van, a high-roof van and a fridge plus a variety of passenger carriers and motorhomes.

The range choice revolves around two wheelbase/GVW options (2,985mm/2.800kg or 3,430ttun/3,000kg), two common-rail turbo-diesel engines rated at 87 and torhp (plus a i4ohp petrol to special order), and a variety of trim and door permutations. All models get at least one side-loading door (some get two); at the rear you can choose twin side-hinged doors or a top-hinged tailgate.

In keeping with our policy of bringing you nothing but the best, we tested the most expensive model in the range: a Hiace 300 LWB with the rorhp engine, GLS trim, full bulkhead and tailgate.

All Hiaces come with a spec that could be described as extravagant in a sector where most contenders make do with front-wheeldrive, suspended by McPherson front struts and a beam axle at the back. Toyota provides rear-wheel-drive in a sophisticated independently suspended chassis with a double-wishbone/torsion bar front end and semi-trailing arm/coil-spring rear.

Transmission is via a five-speed manual

box; steering is powered rack-and-pinion; braking system is a disc/drum combo v ABS as standard on the G LS model. All els get Toyota's usual CV belt-and-braces ts, battery installation. Styling has recently b updated with new badges and grille, givii benign, almost car-like appearance shouldn't cause any offence even in the pc est neighbourhood.

PRODUCTIVITY

One of the Hiace's key strengths has aim been its relatively light construction . correspondingly healthy payload—the Ia incarnation is no exception. With 75 litre fuel and 75kg of driver on board, it still room for a generous net payload of 1,13 in the 7.0m3 loadspace. This flies in the of the generally accepted fact that fr( wheel-drive is lighter.

Another laiown fact' is that fwd results lower load floor level. Once again, the r wheel-drive Hiace's class-leading (350n loading height disproves this theory. In I its 2,om overall height will fit into nu storey car parks and the like.

As mentioned above, our Hiace came 1. a tailgate, which is something of a mi blessing. On the plus side it offers some s ter from the elements while working at back, but it does need a considerable amc of clear space at the rear to open, with lower edge vulnerable if you get it wrong.

If the standard opening position is high enough—to load by forklift for ex. ple—a quick half-turn of the gas struts c erly gives a useful extra helping of cleara: The single side-loading door is just one metre wide, but the full-height glazed b head (indented rearwards to increase o( pant comfort at the expense of load sp. could impinge on pallet loading.

The loadspace of our test van cz with a dealer-fit ply-line kit, wl betrayed the influence of passenger sions by including cut-outs for rear s belt mountings. There were also a of seat-belt mounting points at f level, which make useful addition the six tie-down rings.

On the fuel front, our pleas for rr power for the Hiace have b answered—and vindicated. Not on it a much better drive; it has gain( good 5mpg in economy, both laden empty. Worked hard, its figures an the thrifty side of the norm for class, especially considering that it r

0 at a 2-3ookg higher GVW than some contenders, but it shows less of an improvement unladen than some. The D4-D powered vans require a major service every 20,000 miles, with an oil change and safety inspection at io,000-mile intervals.

Toyota's warranty is more than usually attractive, with an initial three years or 6o.000 miles, extendible to seven years with no distance limit. It includes Club Toyota membership. with pan-Europe RAC assistance and other benefits. Reassuringly, the Hiace's three-year paintwork warranty is valid, according to the brochure, "no matter what colour you select".

ON THE ROAD

The D4-D is Toyota s first. attempt at a modem high-tech diesel engine, and it hasn't made a bad job of it. Compared with its embarrassingly gutless predecessor, it is light years ahead: smooth, with no turbo noise or power peaks, and flexible—as happy at 30mph in fifth gear as it is at the maximum speed limit. Gearing is reasonably relaxed (3,2oorpm gets you 7omph in top) with a 4,000rpm rev limit.

When running unladen it made good progress on just a whisker of throttle, but for some reason when hauling the full 3, 000kg up motorway hills, it dropped surprisingly early to 68mph. However, it was then happy to pull like a train. Titsey Hill, the toughest climb on our test route, was looking like an easy ascent in fourth until we were baulked, ironically by a Toyota Land Cruiser.

The `drive-by-wire' throttle pedal had a rather short travel which made it rather tricky to maintain a constant speed, especially on the hilly bits, Our only significant criticism of the 16valve, common-rail engine, which has affected every D4-D we've encountered, is noise. Although quiet enough at steady speed, they all seem to suffer from a degree of combustion noise at certain speeds during acceleration, indicating that more could be done to control the injection process. In this case there is also some wind noise at motorway speeds.

Gear changing via the shortish floor

mounted lever is unobtrusively OK, and the lever does not hinder cross-cab access.

Driven rear wheels are now very much in the minority in this sector, but the driver will rarely be able to tell the difference. Only when accelerating hard at the same time as turning sharply, such as when exiting a T-junction, is there a tendency for the Hiace to cock its inside rear leg and wheelspin slightly. It also feels a little different through roundabouts, but the driver is likely to be too busy twirling his arms to notice, thanks to the unnecessarily slow, four turns lock-to-lock steering.

Steering apart, the handling is fine in the dry. although in the wet it understeers somewhat as the Semperit tyres fitted get close to their limits.

The ride is firm—only just on the acceptable side of too firm—but behaves strangely. Sometimes obvious bad bumps are shrugged off unfelt; sometimes unseen, minor defects at high speed cause the suspension to jar dramatically. The good news is that despite its

tish construction, the Hiace still feels solid. Nothing makes a noise that shouldn't, and what should make a noise doesn't make much.

Visibility through the windows is good, helped by the fairly distant A-pillars. The mirrors are not so good, though. Although wide, they lack height and make no attempt to cover the blind spots— not really worthy of a CV,

CAB COMFORT

The heading of this section is not always appropriate, but the Hiace really does combine car standards of accommodation with excellent working vehicle ergonomics. Much thought has obviously gone into its design.

The interior decor, with plain grey plastic door panels and a fair bit of painted metal visible, is quite functional although the attractive grey upholstery with multi-colour pattern livens things up. The dash moulding appears to be a soft "slush moulding" but is harder than it looks.

The driving seat has a thin cushion which allows its metal frame to be felt by a larger posterior than would be normally be encountered in its home country (other than by Sumo wrestlers, of course) but is otherwise comfortable and supportive. Cushion height and angle are adjustable, but we were unable to find enough forward travel on the backrest to get an ideal position.

On the left of the seat is that welcome rarity, an armrest that doesn't interfere with gearchanging, but there's nowhere for the driver's right arm except for the hard top of the door trim. Switches for the electric windows, with one-touch operation for the driver, are mounted on the door panel, where we (unin

tentionally) discovered the ability to open • window with our right knee—which was c concerting the first few times.

All three occupants get soft head restrair although the piggy-in-the-middle only ha lap strap. When unoccupied the central s backrest folds down to reveal a document Si age tray with a clever lid which doubles a removable A4 clipboard. Other storage is g erously provided, including a large drop-do bin in the lower dash, a shaped driver's di pocket, a pair of neat pop-out cup-holders a an over-screen shelf in three sections. Oh, a there's a glove box that is definitely enough for a pair of gloves—just.

The tilt-adjustable steering column is ho to the usual complement of stalk switches a a standard driver's airbag; the usual invent of driving controls is supplemented by idle-speed adjustment knob. The dash is pi and functional, with clear, well arranf instruments including a rev counter and d nil odometer with a dual trip function.

Drivers unfamiliar with the Hiace mi search awhile for the fuel filler release; it's the floor to the left of the driving seat. 1 controls for the heater, with four fresh vents and a recirculatory function, could h come out of any mainstream Japanese vehi built since 1970.

The aftermarket Sony flip-front radio/i player with its wildly flashing graphics is rn Max Power than Commercial Mo Annoyingly, turning the radio off also canc the RDS setting. The Hiace now has the opt of turn-by-turn satnav and traffic avoidar which comes with a more sober audio syst(

SUMMARY

Well, we asked for more power and we go The result has transformed the Hiace by j the right amount. It now has enough grun do the job quietly and efficiently, withouth ing a tiresome excess. Cost of owners. should satisfy the most parsimonious of fl accountants; its friendly appearance mean will be socially acceptable just about anywhi and its road manners are generally good.

Some aspects of the Hiace still need twe ing. In particular, the steering and front s pension characteristics require a bit m development to suit British roads, and the ving seat could use more tuning to suit Brit backsides. Throw in some rear-view mirr worthy of a working vehicle and Toyota wo have a product that equals anything in its cli

• by Win Barnett

Tags


comments powered by Disqus