Tag Archives: FUSO

FUSO eCanter electric truck

Daimler Trucks launches FUSO eCanter – world’s first all-electric truck

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FUSO eCanter electric truck

The Mitsubishi FUSO eCanter electric truck

The world’s first all-electric truck to enter series production has been launched in New York. The Mitsubishi FUSO eCanter is an all-electric version of the popular Canter light truck.

The new model is aimed at reducing noise and air pollution in urban environments. Production models will be delivered to launch customers starting this year in the USA, Europe and Japan. Initial production is planned at 500 units over the next two years, with higher-volume production targeted from 2019.

Marc Llistosella, President and CEO of Mitsubishi Fuso Truck and Bus Corporation and Head of Daimler Trucks Asia:

“In times, when everybody is talking about electric trucks, we are the first to actually commercialize a series produced all-electric truck. Having a long history in alternative drivetrains, we are proud to step into this new era. Our FUSO eCanter comes with years of customer testing, and the assurance of parts, services, and warranty through our global FUSO dealership network.”

Daimler’s first US commercial partner for the eCanter will be parcel giant UPS, whose bespoke-bodied brown trucks are frequent sight on the streets of New York. UPS already operates more than 8,500 alternative drivetrain vehicles and presumably is keen to see if electric technology can work for the company at higher gross weights.

In Japan, the launch customer will be Seven-Eleven Co, which will take 25 eCanters onto its fleet.

Running costs, range and load

The new model has been on trial in Portugal and Germany between 2014 and 2017, so Daimler does already have a fair amount of data about the eCanter’s likely performance. According to the manufacturer, the FUSO eCanter has a range of 100 kilometres and a load capacity up to three and a half tons, depending on body and usage.

The vehicle’s electric powertrain contains six high voltage lithium ion battery packs with 420 V and 13.8 kWh each. In comparison with a conventional diesel truck, it is said to offer savings of up to 1,000 Euro per 10,000 kilometres on operating costs.

I read somewhere the other day that battery power wouldn’t work for big trucks. That’s true at the moment — this is a small truck — but who’d bet against further advances in this technology over the next five years? Not me.

MT Mills FUSO Canter 3.5t

Are these FUSO Canter 3.5-tonners vans or trucks?

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All goods vehicles with a gross weight of up to 3.5 tonnes tend to be thought of as vans. That’s a description that usually implies a lighter type of construction than that used on heavy goods vehicles — or trucks.

The trio of FUSO Canter 3C13 3.5-tonners recently purchased by Newton Abbot-based contractor MT Mills should rightly be thought of as vans. But reading the spec list makes it clear that these are proper trucks, despite their low weight.

MT Mills FUSO Canter 3.5t

These FUSO Canter 3.5 tonners boast a range of truck-like features.g

Underneath their truck-like cabs, the FUSOs boast 3-litre, 130hp engines that are designed to deliver high torque, rather than car-like levels of power. A Start/Stop system is standard but remarkably, so to is an engine brake.

Engine brakes help control vehicle speed on descents without using the service brakes. This prevents the risk of a heavily-laden vehicle overheating its brakes and suffering from brake fade. It’s a feature that’s fairly standard on trucks but very rare on 3.5 tonners.

A further truck-like feature of these models is their 3.5-tonne towing capacity. While a number of big pickups on the UK market can tow 3.5 tonnes, very few van models can tow such heavy loads.

Like other Canter owners, New owner Mark Mills is pleased with what he’s seen so far and notes that despite their sturdy construction, the Canters have a higher payload than competing vehicles:

“The Canter also offers around 300 kg more payload potential than the five other, similarly-sized tippers that we also run. What’s more, its exceptionally high, 3.5-tonne towing capacity is proving very useful when we need to move mini-diggers and other plant between sites.

The 3.5-tonne FUSO Canter is of course a smaller version of the heavier models available in the FUSO range. And that’s the difference between this and a standard van — it’s a scaled down truck, rather than a scaled up car.

Evans European Transport Fuso Canter Eco Hybrid

Hybrid power delivers 20% fuel saving on 7.5t unit — will it work for vans?

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Hybrid electric-petrol cars are becoming increasingly common, to the point where they are among the most popular models sold (as with some Toyota cars). Fuel consumption is genuinely increased with no extra operating cost for the owner.

It seems that a similar situation is starting to exist with lorries, at least at the lower end of the weight scale. Temperature-controlled distribution specialist Evans European Transport recently acquired its first diesel-electric FUSO Canter. This was used to replace a conventional diesel truck from another manufacturer doing the same work.

Evans European Transport Fuso Canter Eco Hybrid

Evans European Transport’s first Fuso Canter Eco Hybrid is delivering significant fuel savings.

The Canter Eco Hybrid is already delivering 17.5mpg, whereas the conventional vehicle only managed 14mpg, according to Evans. That’s a fuel saving of 20%. Returns from the Canter are also likely to improve further as the engine loosens up and is run in.

FUSO trucks are sold by Mercedes-Benz dealers in the UK and are increasingly popular, thanks to their above-average payload and low running costs. The  Canter 7C15 Eco Hybrid is powered by a 110 kW (150hp) diesel engine that works in parallel with a state-of-the-art 40 kW (54hp) electric motor.

From stationary it uses electric power only, then switches to a combination of diesel and electric operation once a speed of around 6 mph has been reached. Depending on the power demand, the electric motor also supports the diesel at higher speeds; mode switching is seamless, requiring no input from the driver. To optimise fuel-saving an Idle Start-Stop system is fitted as standard.

The compact, lightweight electric motor and lithium-ion batteries – covered by a 10-year, unlimited mileage warranty, fully supported by FUSO – mean the hybrid version weighs just 160 kg more than the standard diesel-powered Canter, resulting in a 5.0 tonne body and payload allowance.

Given that this technology appears to generate worthwhile savings in both cars and lorries, it shouldn’t be too much of a stretch to make it work in vans.

A spate of trials around 2008/9 suggested that fuel savings of 20-25% could be achieved with corresponding CO2 reductions, but things have gone quiet since then. Hybrid vans remain thin on the ground. None of the major volume manufacturers yet offer one — instead, it’s left to aftermarket converters such as award-winning Ashwoods.

Possible reasons for this are greater upfront cost and question marks over residual values. But I’d have thought that the experience of the car sector would enable big fleet and lease operators to work out good enough answers to these questions. A 10-year warranty on the electric motor and batteries — as with the FUSO Canter — should also ease concerns.

Another possibility of course is that low fuel prices mean manufacturers and operators no longer feel the same urgent need to cut fuel consumption as they did in 2008, when oil prices touched an all-time high of $148 per barrel. Today, the figure is around $31 per barrel and petrol has dipped below a quid for the first time in some years.

We’ll have to see how the market develops, but it’s worth considering that if Evans’ hybrid Canter does 60,000 miles per year (I’m guessing here), then the 3.5mpg difference between the diesel truck’s 14mpg and the Canter’s 17.5mpg equates to a fuel saving of 20%, or 3,820 litres of diesel per year.

The financial and environmental implications are considerable over a 3-5 year operating cycle.

Rail truck saves time and money for network rail

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Network Rail FUSO Canter road rail vehicleIf James Bond was a Network Rail maintenance engineer, this is what he’d drive.

The company’s latest road-rail vehicles are 6.5-tonne 4×4 FUSO Canters that can be used on both road and rail, cutting down costly and expensive vehicle changeovers.

The 4×4 Canter 6C18Ds have Double crew cabs and were supplied by South Wales Mercedes-Benz Dealer Euro Commercials – the German manufacturer’s franchised network also sells and supports the FUSO light truck range in Great Britain.

They were converted for their highly unusual role by rail industry specialist GOS Tool & Engineering, of Blaenavon, South Wales, and undertake a variety of maintenance duties.

Six are fitted with dropside bodies and PM cranes used to lift sleepers, rails and bags of ballast, while the remaining 14 have box bodies housing welding equipment for rail repairs.

Their double-drive configuration (it’s 4×4, so both axles are driven) and additional rail wheels give the Canters unparalleled flexibility and plenty of traction. Network Rail’s operatives can drive to a level crossing – or RRAP (Road Rail Access Point) to use the industry terminology – then position their vehicle over the train track and deploy the wheels. The trucks can travel along the line to a work site.

These aren’t the first road-rail vehicles Network Rail has purchased. Just over two years ago, the the organisation purchased 29 5.5t Iveco Daily 4×4 Road Rail Vehicles for its support fleet. Presumably the concept has proved a success.

Banbury Council’s 4X4 Fuso Canter Is Snow Joke

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Banbury Council 4x4 Fuso Canter

Banbury Town Council’s 4×4 FUSO Canter is equipped for snow clearing and off-road duties and will be used to help distribute grit and keep minor roads clear in winter conditions.

I’m always a sucker for any 4×4 vans and small lorries, and Banbury Council’s latest acquisition, a 6.5t, 4×4 Fuso Canter is a fine example.

Equipped with a demountable snow plough blade and grit hopper, it also has a dropside body a 5.0 tonne/metre Hiab XS 055 crane that can lift one-tonne bags of grit, Banbury Council hopes that the Canter will be a key weapon in its mission to keep the town moving when it snows.

The Canter’s arrival coincides with the recruitment by Banbury Town Council of teams of volunteer ‘snow wardens’, who are being provided with shovels, high visibility jackets and gloves, as well as training sessions on how to clear snow effectively and safely from minor roads and pavements in their neighbourhoods.

The authority hopes to be able to call upon some 200 of these wardens when temperatures plummet. Town Council Leader Kieron Mallon was inspired to launch the scheme after one of his constituents was unable to get his frozen car off his drive last winter to take his daughter – who was in labour – to hospital, because the grit bin in his street was empty.

“We want volunteers to link with each other so there will be a co-ordinated response to clearing the roads,” he says. “It’s a good use of council tax payers’ money if we can keep Banbury moving in adverse weather conditions, so people can still go about their daily lives.”

The 4×4 model combines the road-going Canter’s well-established virtues of rugged reliability and low running costs, with high traction, a limited slip differential on the rear axle, and a body and payload allowance of up to 3,880 kg. The 4×4 chassis is also significantly higher than standard Canter variants, the increased ground clearance allowing uneven terrain and steep slopes to be tackled with confidence.

Banbury’s FUSO Canter has a 129 kW (175 hp) engine and five-speed manual gearbox with dashboard-mounted shift lever for easy cross-cab access. Drive to the front axle can be selected or disengaged on the move, to maximise the efficient engine’s excellent fuel economy.

Now, all we need is some snow!

London Evening Standard Stays Loyal To Merc With Fuso Canter Fleet

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London Evening Standard Fuso CanterLondon’s Evening Standard newspaper has moved its transport operations back in house with the help of a 33-strong fleet of Fuso Canter 7.5-tonne trucks.

The newspaper was formerly known for its orange-and-white striped Sprinter vans, but following the newspaper’s change of ownership in 2009, and its subsequent transition to a free title, its transport requirements changed. The Sprinter fleet was stood down, in favour of using space in rental vehicles alongside other newspapers, such as the other major free London title, The Metro.

Following the opening of a new warehouse, the Standard’s management has taken the decision to bring its distribution back in-house again, and the higher volumes and smaller number of drops that have resulted from its free distribution model mean that panel vans are no longer viable — hence the decision to switch to the 7.5t Canters, which have a class-leading payload of nearly four tonnes and an unusually compact set of external dimensions, which make manoeuvring in London much easier.

As Tim Freeman, the London Evening Standard’s Head of Distribution explains, payload and manoeuvrability were key considerations:

“The Canter’s turning circle and outstanding manoeuvrability are big plus points given that we are working in central London. But payload is even more important, as we strive for maximum efficiency to contain fuel costs and minimise our carbon footprint.

“The Canter’s carrying capacity of almost four tonnes is roughly half a tonne more than that of a conventional 7.5-tonner. This equates to about 3,000 extra copies per vehicle, which represents a major saving.”

Based at the newspaper’s new distribution centre in Greenwich, the Canters are used to collect newspapers from the printing facility in Broxbourne, Hertfordshire, then distribute them to retailers and newsstands. They will be maintained under a CharterWay contract hire agreement from Mercedes-Benz Financial Services, by South London agent SG Smith.

The trucks are all Canter 7C15 models, powered by fuel-efficient 110 kW (150 hp) engines mated to DUONIC gearboxes – the first twin-plate, dual-clutch automated transmission to be fitted to a light truck, DUONIC provides smooth shifting and economical performance with none of the frictional losses found in traditional automatics. Features include a ‘creep’ function for low-speed manoeuvring, which is sure to be invaluable to drivers working on London’s congested streets.

The trucks’ lightweight curtainside bodies, meanwhile, are by TLC Auto Refinishing, of Feltham, and also feature a promotion for ESTV’s London Live, the first 24-hour, seven-days-a-week general entertainment television channel for the capital, which launches next year.

New FUSO Canter Is Prize Catch For Salmon Fishery

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Wester Ross Fisheries FUSO Canter 7.5t truck

Wester Ross Fisheries’ new FUSO Canter 7.5t truck.

West Highlands-based salmon farmer Wester Ross Fisheries has just replaced its four-year old 7.5-tonne FUSO Canter with a like-for-like replacement, highlighting the firm’s satisfaction with this no-nonsense light truck model.

One of the Canter’s biggest strengths over European models is its superior payload — Wester Ross’ new flat-bed Canter has a 4,085kg payload, which is, as Gilpin Bradley, the firm’s managing director points out, “as good as it gets for a 7.5-tonner”.

The new Canter is fitted with a 20ft alloy platform body and is a range-topping 7C18 model, with a 175hp engine and DUONIC automated manual transmission.

The truck will be used for general purpose duties, and undertakes a wide variety of tasks, such as moving pens and other materials between sites, all of which are within an hour’s drive of each other, collecting ice used when harvesting, and transporting fish for primary processing.

Although the Canter’s cab may not offer the level of sophistication found in European truck models like Mercedes’ own Atego, its compact dimensions and light weight are far more important for this kind of short-distance, rural work.

Discussing his latest purchase, Wester Ross Managing Director Gilpin Bradley is keen to emphasis that the Canter’s class-leading payload remains its key attraction:

“We switched to our first Canter because it offered a significantly higher carrying capacity than our previous vehicles. This remains our most important consideration and with its lightweight body our new truck has a payload of 4,085 kg, which is as good as it gets for a 7.5-tonner.

“We specified the higher output engine on this occasion because there are a lot of hills in this part of the world and we didn’t want the vehicle to be working too hard. Our last Canter was exceptionally reliable and I’m confident the same will be true of its successor.”

Wester Ross Fisheries is Scotland’s oldest independent, owner-operated salmon farm, and unlike many of its competitors, all fish are hand-reared — not simply monitored by cameras and machines.