1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
95
96
97
98
99
100
101
102
103
104
105
106
107
108
109
110
111
112
113
114
115
116
117
118
119
120
121
122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
145
146
147
148
149
150
151
152
153
154
155
156
157
158
159
160
161
162
163
164 
Asian slimline can mix with the best
Page 18
If you've noticed an error in this article please click here to report it so we can fix it.
so by Kevin Swallow
Despite lacking the UK sales volume of its European rivals, Hino's new FY2P 8x4 chassis cab presents itself as a serious competitor.
The new Japanese-built model has embraced the latest common-rall technology with new lightweight chassis options for payload-critical tipper operations and mixers, as well as offering better kerbweight for muckaway jobs.
There has been an Increase in power and torque for the Japanese engine with a common-rail fuel system replacing the in-line pump system on the Euro-2 models. The 11-litre straight-six turbocharged engine. producing 355hp and delivering 1,420Nm peak torque, Is complemented by the ZF Ecosplit 16-speed transmission connected to ilino's single reduction rear bogie with standard 4.101 final drive.
The Lightweight and Super-lightweight chassis options include alloy air and fuel tanks, alloy wheels, parabolic front and rear springs and lightweight batteries. For a standard ULM Mixer chassis cab kerbweight is 9,285kg, with the lightweight version weighing In at 8,700kg. The IRA chassis cab is lighter at 9,160kg and the lightweight option is 8,720kg.
The exterior has been subtly revamped and the dash and seat trim revised, although the oil pressure gauge has been taken out and replaced by a warning light.
The owner
• Proprietor Stan Barfoot of S&J (Plant) based near Buckingham has been running his company for 25 years and was the first operator in the country to snap up a new Hino eight-wheeler. He runs seven Hints eight-loggers that mainly work on muckaway, hardcore and recycling jobs, with crushed concrete work thrown in too, As well as his yard, he operates a 40-acre tip on the edge of Bicester. His operation covers a 25-mile area around his tip, with the occasional job taking his trucks further afield.
The Japanese eight-loggers on his fleet are not more than 13 months old and he has been running Hine vehicles exclusively since 1989, when he bought his first FY275 from Mick Page at Valley Trucks in north London. Stan admits he bought Hine because it was a competitively-priced brand, but he has not looked back since. There are several larger tipper operators bland around the area but Stan feels that, with a fleet his size, he can pick and choose rather than be forced to take on non-profitable work to keep the trucks working. The fleet has grown steadily to seven from his beginnings with one truck.
Driving impressions
• SU (Plant) let CM take its latest Hino tipper out from the site at Bicester onto the roads of Buckinghamshire to see what the Euro-3 FY2P ULA was all about.
On the road, it feels quiet and smooth, with the gear changes proving effortless. The gearstick is a slapover with the splitter switch at the front. With 355hp to play with, momentum is never difficult to maintain. Also, slowing down for roundabouts with a decent exhaust brake, helped by plenty of revs and ABS, proved to be very smooth although pretty sharp when unladen.
With peak torque kicking in at 1100rpm, it is quite happy to lug down and work over short, sharp hills rather than require a change, although there aren't many testing hills between the yard, the tip at Bicester and the return load we collected from Aylesbury.
From behind the steering wheel, the Hino driver gets plenty of storage room thanks to the small bunk behind the seats. Our only real criticism is the lack of movement with the seat and its 'one height for all' position. With the steering wheel in the ideal place for the body, your knees come right up underneath the wheel and it's all a bit tight for those with longer legs.
Tipper drivers are in and out of the cab all day long, checking weights, getting delivery sheets signed and sealing up the back of the tipper after discharge, so claustrophobia never really sets in, even for the tall. And its much roomier than the usual limited-space day cab.