Shifting perceptions
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Daimler’s truck renewal programme continues apace with a new Fuso Canter. Having only just swept up after its Actros party, what has it got left to lavish on the smallest truck in its global portfolio?
CM went to Stuttgart to find out
Words: Ian Norwell
While the Fuso Canter might sit in the shadow of big brother Actros, the Fuso brand outsells Mercedes-Benz trucks in international markets. The Canter model alone sold more than 110,000 units worldwide in 2010. With Volvo for some years, this little chap moved to Daimler when it took a share of Mitsubishi Fuso Truck & Bus Corporation in 2003; a share that today stands at 89%. Heavy Fusos in the Asian market glory in such names as the Super Great, but in Europe, the Canter is a
familiar sight at 3.5 tonnes and 7.5 tonnes, and its chief selling point has been price and payload.
Climbing into a Canter’s cab has been an unmistakably ‘eastern’ experience – cramped and uncomfortable with the plastic interior straight out of Life on Mars. So what’s changed? Almost everything, we’re pleased to say.
At the international launch in Stuttgart the new model was sporting a revised cab, new chassis and an innovative new transmission. Only the 3-litre engine from Fiat Powertrain remains from the outgoing model that continues to use EGR with a DPF at 125hp and 150hp, taking on the extra cleaning power of SCR and AdBlue in the 7.5-tonne chassis at 175hp.
The biggest differences drivers will notice are the improved cab with new front section and the new Duonic automated manual gearbox. The cab is still in the ‘oriental’ bracket with dimensions to match, but interior space for a 6ft 2ins driver is adequate for this truck’s short-haul role. From outside the cab still looks on the small side and you need to get your bum on the seat to assess the elbow room. Sound-prooing has been improved and the general it-and-inish is an upgrade on the current offering.
Auto-manual combo
Automated manual gearboxes are common on the heavy brigade, but this lightweight takes it on with a new Fuso-designed and manufactured dual-clutch, six-speed item. Daimler is claiming a truck business ‘irst’ here. The new Canter is claimed to combine the driveability of an auto with no torque interruption between shifts, while avoiding the fuel losses that come with a luid coupling. Even more dramatic is the declaration that the ‘minimalwear’ clutches are designed to last the life of the vehicle.
Bearing in mind that this light truck drops squarely into the non-vocational licence bracket, we’ll be interested to see at the end of 2014 how a three-year-old specimen has fared.
Similar to the VW DSG system, it utilises two wet clutches that handle three ratios each with irst, third and ifth, and second, fourth and sixth shared between them. With any gear engaged, the subsequent ratio has already been pre-selected by the other clutch and is immediately ready for use, hence the lack of torque interruption. If this system does what it says, it will combine the best of a slush box and a manual, not only from a driver’s viewpoint, but also from the operator’s.
A simple tiptronic-style or full auto operation with two pedals on the loor, a sensible exhaust brake and an eco mode switch make the driving experience intuitive and relaxing. The Duonic box will be standard on the 7.5-tonne chassis in the UK and an option on all other models.
The premium has yet to be conirmed, but it’s expected to be between €1,700 and €2,500 at least. With no clutches to replace and the ease of use, it’s worth serious consideration. If you don’t want to stump up the extra, Fuso’s own ive-speed manual replaces the existing ZF.
What’s changed about the bodywork options? Martin Schmidt, Fuso Europe bodybuilder manager, outlines the choices. “There are three PTOs available, with or without lange at 31kW and 62kW, and with a standard 12V system, a 24V transformer is an option and can be itted to supply bodies that need the appropriate feed,” he says. Various alternators are available to cope with extra demand.
Weight reductions on a chassis that was already a lightweight item could raise some eyebrows, but we were pleased to see that it has not been done by reducing the thickness of the frame steel, but by rearranging body mountings, chassis packaging and pre-drilled mounting locations. The 7.5-tonne 7C18 can top-out with a 7m body, a 6-tonne rear axle and 430Nm of torque. Power options remain at 130hp, 150hp and 175hp. ■