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Toyota's Dyna might do it...
Page 20
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Toyota has entered the competitive chassis-cab market with the new Dyna—but is this forward-control design just a blast from the past?
THE 0-411 ENGINE
Toyota's 0-40 is one of the few common-rail, four-valve diesels to power a light CV; it is designed to offer more torque and better fuel economy, as well as longer service intervals. The Euro-3 engine incorporates an oil contaminant sensor, warning the driver if the oil needs to be changed. It needs a 10,000-mile (or annual) "health check" with services at 20,000 miles.
TOYOTA'S DEALER NETWORK
Toyota has 220 UK dealers, but the manufacturer's product range is so wide that few can do justice to all models. So the firm is changing its commercial vehicle set-up and inytting dealers to apply for specialist CV franchises—the plan is to have around 70 dealers in place by the end of next year, specialising in the Dyna, Hiace and Hilux. Each dealer will be required to have a CV manager and a dedicated administrator, as well as a range of demonstration and display vehicles—though a regional demonstration fleet will also be established for more specialist vehicles.
Extended workshop hours are promised—ultimately some will be open 24 hours—and no customer should be more than an hour's drive away from a dealer.
MORE TO COME
Toyota has updated its Hilux pickup and Niece van, with new engines and a new look. We will be driving them; see CMdated 29 Nov-5 Dec for our verdict.
• by Toby Clark
Toyota's Dyna is new to the UK, though it has been in available in parts of Europe and Asia for some years. The Dyna's forward-control cab may be a conservative design, but the styling is reasonably modern and the engine is state-ofthe-art: this is the world-wide introduction of the 2.5-litre 0-40 engine (see box, left) which brings commonrail fuel injection and four-valve heads to Toyota's commercial range.
Toyota is hoping to make a sizeable dent in the UK chassis-cab market, which runs to some 18,000 vehicles a year, claiming that the Dyna will be the only 3.5tonne chassis-cab selling for less than 215,000 (es-VAT), but with no compromise in quality. "We very much see it as a small truck rather than a van," says Peter Howarth, Toyota's CV manager.
Small businesses will be the primary market (and it's clear that Nissan's Cabstar is a major competitor) but Howarth is looking further: "The objective is to be the best-specified chassiscab in the class to counter the wellestablished European brands." The plan is to sell 900 Dynas during 2002, rising to 2,000 annually within four years.
The Dyna is available in short-wheelbase form with a factory-built steel dropside body at 3.0 tonnes GVW (the Dyna 300) and as a medium and long-wheelbase chassis-cab at 3.5 tonnes (the Dyna 350). The Dyna 300 gets the 88hp variant of the D-4D engine; Dyna 350s get the 102hp version, and twin rear tyres. Double-cab models will be introduced later.
Toyota claims that the Dyna should be competitive on payload with any other 3.5-tonner, offering up to 1.7 tonnes usable body/payload allowance. The flattopped, 800mm-wide chassis will make life easy for bodybuilders, but Toyota plans to establish links with preferred bodywork suppliers: Ingimex has built prototype dropside bodies, while Hydromech has been approached for tipper conversions. The cab tits for good engine access.
The Dyna comes with ABS brakes as standard, with discs at the front and drums at the rear. The cab is equipped with a driver's-side airbag, seat-belt pre-tensioners and side impact beams. In fact, Toyota argues that the visibility from the high-mounted forward control cab is a safety advantage in urban traffic. Security should be good too, with central locking and an alarm/immobiliser as standard. So does this represent the first s of a move into heavier vehicles Toyota? After all, the Dyna is offerE versions up to 7.5 tonnes GVW in s markets. According to Howarth, the is 12 months away from making a sion—but it could happen.