The diesel engine (also known as a compression-ignition engine) is an inner combustion engine that uses the heat of compression to initiate ignition and burn the fuel that happens to be injected into the combustion chamber. This contrasts with spark-ignition engines such as a petrol engine (gasoline engine) or gas engine (using a gaseous fuel as opposed to gasoline), which use a spark plug to ignite an air-fuel mixture.
The diesel engine gets the greatest thermal efficiency of any standard internal or external burning engine due to its very high compression ratio. Low-speed diesel machines (as used in ships and various other applications exactly where overall engine weight is relatively unimportant) can have a thermal efficiency that surpasses 50%.
Diesel engines are manufactured in two-stroke and four-stroke versions. They were originally used as a much more efficient replacement for stationary steam engines. Because the 1910s they have been used in submarines and ships. Use in locomotives, trucks, hefty gear and electric generating plants followed later on. In the 1930s, they slowly began to be made use of in a couple of automobiles. Since the 1970s, the use of diesel engines in larger on-road and off-road vehicles in the USA increased. According to the British Society of Motor Manufacturing and Traders, the EU average for diesel cars take into account 50% of the total sold, including 70% in France and 38% into the UK.
Diesel engines have the lowest specific fuel consumption of any large internal combustion engine employing a single cycle, for very large marine engines (combined cycle energy flowers are much more efficient, but employ two engines rather than one). Two-stroke diesels with large pressure forced induction, particularly turbocharging, make up a large percentage of the very largest diesel engines.
In North America, diesel engines are primarily used in large trucks, where the low-stress, high-efficiency period leads to much longer engine life and lower working costs. These advantages also make the diesel engine ideal for use in the heavy-haul railroad environment.
Diesel's original engine injected fuel with the assistance of compressed air, which atomized the fuel and pushed it into the engine through a nozzle (a similar principle to an aerosol spray). The nozzle opening had been closed by a pin valve lifted by the camshaft to initiate the fuel injection before leading dead centre (TDC). This is called an air-blast injection. Driving the three stage compressor used some power but the effectiveness and net power output ended up being even more than any other combustion engine at that time.
Diesel engines in service today raise the fuel to extreme pressures by mechanical pumps and provide it towards the combustion chamber by pressure-activated injectors without compressed air. With direct injected diesels, injectors spray fuel through 4 to 12 small orifices in its nozzle. The early air injection diesels always had a superior burning without the sharp increase in pressure during combustion. Scientific studies are now being performed and patents are being taken out to again use some kind of air injection to reduce the nitrogen oxides and pollution, reverting to Diesel's original implementation with its superior combustion and possibly quieter procedure. In all major aspects, the modern diesel engine keeps true to Rudolf Diesel's original design, that of igniting fuel by compression at an incredibly high pressure within the cylinder. With much higher pressures and high technology injectors, present-day diesel engines make use of the so-called solid injection system used by Herbert Akroyd Stuart for his hot bulb engine. The indirect injection engine could be considered the newest development of these low speed hot bulb ignition engines.
A vital component of all diesel engines is mechanical or digital governor which regulates the idling speed and maximum speed of the engine by controlling the rate of fuel delivery. Unlike Otto-cycle engines, incoming air is not throttled and a diesel engine without a governor cannot have a stable idling speed and can easily overspeed, leading to its destruction. Mechanically governed fuel injection systems are driven by the engine's gear train. These systems use a combination of springs and weights to control gas delivery relative to both load and speed. Modern electronically controlled diesel engines control fuel delivery by use of an electronic control module (ECM) or digital control unit (ECU). The ECM/ECU receives an engine speed signal, since well as various other operating parameters such as intake manifold stress and gasoline temperature, from a sensor and controls the quantity of fuel and start of injection timing through actuators to maximise minimise and power and efficiency emissions. Controlling the timing of the beginning of injection of fuel into the cylinder is a key to minimizing emissions, and maximizing fuel economy (efficiency), of the motor. The timing is measured in degrees of crank angle of the piston before top dead centre. For instance, if the ECM/ECU initiates fuel injection when the piston is before TDC, the start of injection, or timing, is said to be BTDC. Optimal timing will rely on the engine design as well as its load and speed, and is generally BTDC in 1,350-6,000 HP, net, "medium speed" locomotive, marine and stationary diesel engines.
Advancing the start of injection (injecting prior to the piston reaches to its SOI-TDC) results in greater in-cylinder pressure and temperature, and greater efficiency, but also results in increased engine noise due to faster cylinder pressure rise and increased oxides of nitrogen (NOx) formation due to higher burning temperatures. Delaying start of injection causes incomplete combustion, decreased fuel efficiency and an enhance in exhaust smoke, containing a considerable amount of particulate matter and unburned hydrocarbons.
The term Indirect injection, in an internal burning engine, refers to fuel injection where fuel is not directly inserted into the combustion chamber. Gasoline motors are generally equipped with indirect injection systems, wherein a fuel injector delivers the fuel at some time before the intake valve.
An indirect injection diesel engine delivers gasoline into a chamber off the combustion chamber, called a prechamber, where combustion begins and then spreads into the primary combustion chamber. The prechamber is carefully made to ensure sufficient blending of the atomized fuel with the compression-heated air.
The purpose of this divided combustion chamber is to speed up the combustion procedure, to be able to increase the power output by increasing engine rate. The addition of a prechamber, nevertheless, boosts heat loss to the cooling system and thereby lowers engine efficiency. The engine requires glow plugs for starting. In an indirect injection system the environment moves fast, mixing the fuel and environment. This simplifies injector design and enables the employment of smaller engines and less tightly toleranced designs which are simpler to manufacture and much more reliable. Direct injection, by contrast, uses slow-moving atmosphere and fast-moving fuel; both the design and manufacture of the injectors is more difficult. The optimisation of the in-cylinder air flow is much more difficult than designing a prechamber. There is a great deal more integration between the design of the injector and also the engine. Information technology is for this reason that car diesel engines were nearly all indirect injection until the ready accessibility of powerful CFD simulation systems made the adoption of direct shot practical.
Information technology consists of a spherical chamber located in the cylinder head and divided from the engine cylinder by a tangential throat. About 50% of the atmosphere enters the swirl chamber during the compression stroke for the engine, producing a swirl. After combustion, the products return through the exact same throat to the main cylinder at much higher velocity. So more heat loss to walls of the passage takes place. This kind of chamber finds application in engines in which fuel control and engine stability are more important than fuel economy. These are Ricardo chambers.
The air cell is a small cylindrical chamber with a hole in a single end. It is mounted more or less coaxially with the injector, said axis being parallel to the piston crown, with the injector firing across a small cavity which is available to the cylinder into the hole within the conclusion of the air cellular. The air cellular is mounted therefore as to minimise thermal contact with the mass associated with the head. A pintle injector with a slim spray pattern is used. At TDC the vast majority of the charge mass is contained in the cavity and air cell.
When the injector fires, the jet of fuel enters the air cell and ignites. This leads to a jet of flame shooting back out of the air cell directly into the jet of fuel still issuing from the injector. The turbulence and heat give excellent gas vaporisation and blending properties. Also since the majority of the combustion requires place outside the environment cell within the cavity, which communicates directly utilizing the cylinder, there is much less temperature loss involved in transferring the burning charge to the cylinder.
Air cell injection can be looked at as a compromise between direct and indirect injection, gaining a few of the efficiency advantages of direct injection while retaining the ease and simplicity of development of indirect injection.
Indirect injection is much less complicated to design and manufacture; less injector development is required and the shot challenges are low (1500 psi/100 bar versus 5000 psi/345 bar and higher for direct injection)
The reduced stresses that indirect injection imposes on internal components imply that it is possible to produce petrol and indirect injection diesel variations of the same basic engine. At best such types differ only in the cylinder head and the demand to fit a distributor and spark plugs in the petrol version whilst fitting a shot pump and injectors to the diesel. Examples are the BMC A-Series and B-Series engines together with Land Rover 2.25/2.5-litre 4-cylinder types. Such styles allow petrol and diesel versions of the same vehicle to be built with minimal design modifications between them.
Higher engine speeds can be reached, since burning continues in the prechamber.
In cold weather condition, high speed diesel engines can be difficult to start because the mass of the cylinder block and cylinder head absorb the heat of compression, preventing ignition as a result of the higher surface-to-volume proportion. Pre-chambered engines make usage of small electric heaters inside the pre-chambers called glowplugs, while the direct-injected engines have these glowplugs in the combustion chamber.
Many engines use resistive heaters within the intake manifold to warm the inlet air for starting, or until the motor reaches running temperature. Engine block heaters (electric resistive heaters in the motor block) connected to the utility grid are used in cold environments whenever an engine is turned off for extended periods (more than an hour), to reduce startup engine and time wear. Block heaters are also used for emergency power standby Diesel-powered generators which must rapidly pick up load on an energy failure. In the past, a wider variety of cold-start methods were used. Some engines, such as Detroit Diesel engines used a system to present small amounts of ether into the inlet manifold to start burning. Others used a mixed system, with a resistive heater burning methanol. An impromptu method, particularly on out-of-tune motors, is to manually spray an aerosol can of ether-based motor starter fluid into the intake air flow (usually through the intake air filter assembly).
Most diesels are now turbocharged and some are both turbo charged and supercharged. Because diesels do not have fuel in the cylinder before combustion is initiated, one or more bar (100 kPa) of air can be loaded in the cylinder without preignition. A turbocharged engine can produce significantly more energy than a naturally aspirated engine of the same configuration, as having more air in the cylinders allows more fuel to be burned and thus more power to be produced. A supercharger is powered mechanically by the engine's crankshaft, while a turbocharger is powered by the engine exhaust, not requiring any mechanical energy. Turbocharging can enhance the fuel economy of diesel engines by recovering waste heat from the exhaust, increasing the excess air factor, and increasing the ratio of engine output to friction losses.
A two-stroke engine does not have a discrete exhaust and intake stroke and thus is incapable of self-aspiration. Therefore all two-stroke engines must be fitted with a blower to charge the cylinders with air and assist in dispersing exhaust gases, a procedure referred to as scavenging. Sometimes, the engine may additionally be fitted with a turbocharger, whose output is directed into the blower inlet.
A few styles employ a hybrid turbocharger (a turbo-compressor system) for scavenging and asking the cylinders, which device is mechanically driven at cranking and low speeds to act as a blower, but which will act as a true turbocharger at higher speeds and loads. A hybrid turbocharger can revert to compressor mode during instructions for large increases in engine output power.
As supercharged or turbocharged engines produce more power for a given engine dimensions as compared to naturally aspirated attention, engines must be compensated to the mechanical design of components, lubrication, and cooling to handle the power. Pistons are usually cooled with lubrication oil sprayed on the bottom of the piston. Large engines may use sea, water water, or oil supplied through telescoping pipes attached to the crosshead.
As with petrol engines, there are two classes of diesel engines in current use: two-stroke and four-stroke. The four-stroke kind is the "classic" variation, tracing its lineage back to Rudolf Diesel's prototype. It is additionally the most frequently used form, becoming the preferred power source for many motor vehicles, especially trucks and buses. Much larger engines, such as useful for railway locomotion and marine propulsion, are often two-stroke units, offering an even more favourable power-to-weight ratio, in addition to better fuel economic climate. The most powerful engines in the world are two-stroke diesels of mammoth dimensions.
Two-stroke diesel engine procedure is similar to that of petrol counterparts, except that fuel is not mixed with air before induction, and the crankcase does not take an active role in the period. The traditional two-stroke design relies upon a mechanically driven positive displacement blower to recharge the cylinders with air before compression and ignition. The charging process also assists in expelling (scavenging) combustion fumes continuing to be from the previous power stroke.
The archetype of the modern form of the two-stroke diesel is the (high-speed) Detroit Diesel Series 71 motor, developed by Charles F. "Boss" Kettering and his colleagues at General Motors Corporation in 1938, in which the blower pressurizes a chamber in the engine block that is usually referred to as the "air box". The (extremely much larger medium-speed) Electro-Motive Diesel motor is used as the prime mover in EMD diesel-electric locomotive, marine and stationary applications, and was developed by the same team, and is built to the same principle. However, a significant improvement constructed into most later EMD engines is the mechanically-assisted turbo-compressor, which provides charge air utilizing mechanical assistance during starting (thereby obviating the necessity for Roots-blown scavenging), and provides charge air using an exhaust gas-driven turbine during normal operations—thereby providing true turbocharging and additionally increasing the engine's power output by at least fifty percent.
In a two-stroke diesel engine, as the cylinder's piston approaches the bottom dead centre exhaust ports or valves are opened relieving many of the excess pressure after which a passage between the air box and the cylinder is opened, permitting air flow into the cylinder. The environment movement blows the remaining combustion gases from the cylinder—this is the scavenging process. Because the piston passes through bottom centre and starts up, the passageway is closed and compression commences, culminating in fuel injection and ignition. Refer to two-stroke diesel engines for more detailed coverage of aspiration types and supercharging of two-stroke diesel engines.
Normally, the number of cylinders are used in multiples of two, although any number of cylinders can be used as long as the load on the crankshaft is counterbalanced to prevent excessive vibration. The inline-six-cylinder design may be the many respected in light- to medium-duty engines, though small V8 and larger inline-four displacement engines are also common. Small-capacity engines (generally considered to be those below five litres in capacity) are generally four- or six-cylinder kinds, with the four-cylinder being the most common type found in automotive utilizes. Five-cylinder diesel engines have actually also already been created, becoming a compromise between the sleek running of the six-cylinder and the space-efficient dimensions of the four-cylinder. Diesel engines for smaller sized plant machinery, ships, tractors, generators and pumps may be four, three or two-cylinder types, with the single-cylinder diesel engine remaining for light stationary work. Direct reversible two-stroke marine diesels need at least three cylinders for reliable restarting forwards and reverse, while four-stroke diesels need at least six cylinders.
The need to enhance the diesel engine's power-to-weight ratio produced several novel cylinder arrangements to draw out more power from an offered ability. The uniflow opposed-piston engine uses two pistons in a single cylinder with the combustion cavity in the centre and gas in- and outlets at the ends. This makes a comparatively powerful, light, swiftly running and economic engine suitable for use in aviation. An example is the Junkers Jumo 204/205. The Napier Deltic engine, with three cylinders arranged in a triangular formation, each containing two opposed pistons, the whole engine having three crankshafts, is among the better known.
Hino engines, Ltd. is a Japanese manufacturer of commercial automobiles and diesel engines (like for vehicles, buses along with other motors) headquartered in Hino-shi, Tokyo. The business is a respected producer of moderate and heavy-duty diesel trucks in Asia.
Hino Motors is a constituent associated with the Nikkei 225 regarding Tokyo stock market. It's a subsidiary of Toyota engine organization and another of 16 significant organizations associated with the Toyota team.
The company traces its roots back to the founding of Tokyo petrol markets team in 1910. In 1910 Chiyoda Gas Co. had been established and competed fiercely against incumbent Tokyo Gas Company combat for gasoline lighting users. Tokyo Gas markets had been a parts supplier for Chiyoda gasoline but it ended up being beaten and merged into Tokyo fuel in 1912. Dropping their largest customer, Tokyo petrol business Co. broadened their products like digital parts, and renamed itself as Tokyo fuel and electricity Industry(), TG&E and is frequently abbreviated as Gasuden. They produced their first motor vehicle in 1917, the design TGE "A-Type" vehicle. In 1937, TG&E joined their car division with that of Automobile markets Co., Ltd. and Kyodo Kokusan K.K., to form Tokyo vehicle business Co., Ltd., with TG&E as a shareholder. Four ages later on, the organization changed their title to Diesel engine Industry Co., Ltd., which would sooner or later become Isuzu engines restricted.
Listed here season (1942), the newest entity of Hino significant business Co., Ltd. spun it self from Diesel engine markets Co., Ltd., and the Hino title was born. During globe War II, Hino manufactured Type 1 Ho-Ha half-track and Type 1 Ho-Ki armored employees service for the Imperial Japanese Army. Following end of globe War II, the organization must stop producing huge diesel machines for aquatic solutions, and with the signing of pact, the company fallen the "hefty" from the title and formally focused from the heavy-duty trailer-trucks, buses and diesel machines areas, as Hino markets Co., Ltd. The business took its title through the area of the head office in Hino town within Tokyo prefecture.
To sharpen its advertisements focus to customers, in 1948, the business included the name "Diesel" to be Hino Diesel markets Co., Ltd. In 1950 the heavy-duty TH10 had been launched, equipped with the all-new 7-liter DS10 diesel system. An eight-tonner, this is significantly bigger than current Japanese vehicles which have rarely already been built for significantly more than 6,000 kg (13,230 pound) payload.
In 1953, Hino registered the private automobile marketplace, by production Renaults under licence, as well as in 1961 it going building a unique Contessa 900 sedan with an 893cc rear-mounted motor, and a pickup truck known as the Hino Briska because of the Contessa system a little enlarged and setup right in front with back wheel drive. The Italian stylist Giovanni Michelotti redesigned the Contessa range in 1964 with a 1300 cc rear-mounted system. Fed by two SU type carburettors, this developed 60 hp (44 kW) into the sedan and 70 hp (51 kW) in the coup variation. But Hino ceased personal car manufacturing quickly in 1967 after joining the Toyota team. In 1963, the Hamura factory began procedures, and focused on commercial vehicle and coach manufacture.
Hino Trucks are also assembled in Portugal as well as in Canada.
Hino Motors signed a 10-year assembly agreement with Kaiser-Illin companies of Haifa, Israel, in 1963. System of Contessa 900 were only available in 1964. Later, Briska 900 and 1300 and the Contessa 1300 sedan are assembled in Haifa as well. During the many years 1964-1965, Israel had been Hino's 2nd most significant marketplace for their Contessas. Israel exports amounted to ~10percent of total Contessa manufacturing. After it had been purchased by Toyota, the contract was ended and also the extremely last Israeli Contessas rolled off the assembly-line in March 1968. Altogether, over 8,000 Hino Contessa and Briska had been put together in Israel.
The Hino Profia are a heavy responsibility cab-over vehicle produced by Hino Motors. In many export areas, it is merely referred to as Hino 700. The name Profia is formally used in Japan, and was once known as the Super Dolphin Profia. The Hino F-Series vehicle's model codes is FN, FP, FR, FS, and FW. The tractor mind design rules are SH and SS.
Super Dolphin (1981--1992)
Hino Super Dolphin
Introduced in 1981, the Super Dolphin had been Hino's entry in to the heavy-duty vehicle marketplace in Japan, and exported internationally.
Super Dolphin Profia (1992--2003)
Hino Super Dolphin Profia
Diesel engine availabilities is 7,961 cc J08C, 10,520 cc P11C, 13,267 cc K13D, 19,688 cc F20C, and 20,781 cc F21C.
Systems
FQ
Length - 11.99 m (472.0 in)
Circumference - 2.49 m (98.0 in)
Height - 3.64 m (143.3 in)
FR
SH
Length - 6.05 m (238.2 in)
Circumference - 2.49 m (98.0 in)
Height - 2.78 m (109.4 in)
Profia
In 2003 it had been rebranded as Hino Profia whilst still being produced in Japan without Super Dolphin badge. The cabin design resembles the fourth generation Ranger, but the Profia are bigger. Its on the basis of the Grand Aerotech Design technology ensuing outstanding aerodynamic overall performance. The cabin in addition adopts enhanced disaster Guard effects protection (EGIS) to guard occupants. The Hino 700 is also for sale in Taiwan and made by Kuozui Motors, and it is being assembled for other stores.
The model functions 10.5-liter P11C, and 12.9-liter E13C diesel engines. Transmission is either 7, 12, or 16 speeds manual. The professional change 12 automated transmission emerges the domestic markets.
The 700 can be purchased in Australia and unique Zealand with Eaton Fuller RoadRanger Super18 transmissions, since this is the most common heavy-duty transmission in use downunder.
In April 2017, this facelifted version ended up being uncovered with an optional of an 8.9-liter A09C diesel motor. The manual and professional change automatic transmissions is still provided.
Designs
The Profia Heavy Duty Trucks are available due to the fact next systems:
FH 4x2
FN 6x2 dual front side axle
FQ 6x4 lowest floor
FR 6x2 double backside axle
Length - 11.98 m (471.7 in)
Circumference - 2.49 m (98.0 in)
Level - 3.75 m (147.6 in)
FS 6x4
FW 8x4 reduced flooring
Length - 11.99 m (472.0 in)
Circumference - 2.49 m (98.0 in)
Height - 3.48 m (137.0 in)
FY 8x4
SH 4x2 Tractor Mind
Length - 6.19 m (243.7 in)
Circumference - 2.49 m (98.0 in)
Height - 3.75 m (147.6 in)
SS 6x4 Tractor Mind
SV 6x4 Tractor Head
The Hino Dutro (Japanese: ) are a lighter commercial vehicle distributed to the Toyota Dyna, manufactured by Hino Motors. Just like the Dyna and its own twin Toyoace, the Dutro is made from the U300 system for traditional taxi, or U400 system the broad cab and offered in a lot of different framework means suitable for different purposes. The Dutro took more than through the earlier Ranger 2 (and Ranger 3), a badge-engineered version of Daihatsu's Delta show. Outside Japan, furthermore referred to as '300 show'.
For export market, the Dutro comes in Australian Continent, Chile, Colombia, Indonesia, Malaysia, the Philippines, Thailand, Sri Lanka also region in Latin The united states. As of 2008, the Dutro had been obtainable in Canada since the 'Hino 155'. Canadian brands are designed in Woodstock, Ontario from CKD kits imported from Japan.
The Andinian and Latin-American brands are made in Cota (Cundinamarca), Colombia as well as in Chile, from CKD kits brought in from Japan. In some of these areas, however, the vehicles is brought in from Japan totally assembled.
Japan
An array of variations exists in Japan, such as the large taxi, dual Cab, crossbreed electric, 4WD, and course Van. Motor alternatives through the 3.7 liter 4B, 4.1 liter 15B-FTE, 4.0 liter N04C, 4.6 liter S05C, 4.7 liter J05D, 4.8 liter S05D, and 5.3 liter J05C.
Indonesia
Introduced in Indonesia in 2002 with five versions: 125ST, 125LT, 125HT, 140GT, and 140HT. Each is Standard Cab. 125ST try 4-wheel quick wheelbase, the others are 6-wheel lengthy wheelbase. Motor for 125 versions are 4.0 liter W04D, the 140 designs are running on 4.6 liter S05C.
Beginning 2007 model year, using the government requirement that automobiles must comply to Euro-2 emission legislation, and Hino launched 4 models because of the changed W04D system with inter-cooled turbocharger. The brand new products is 110SD, 110LD, 130MD, and 130HD.
Thailand
In Thailand: Dutro 300, 301, 340 (Standard taxi), 410 and 420 (broad Cab).
Colombia
An innovative new installation plant is located in the city of Cota, in Colombia, built and financed by two partners: one neighborhood providers and also the Toyota group, the majority holder of this Hino subsidiary plus the brand. The original goods for this portfolio, assembled only at that factory and related to this article tend to be:
Hino Series 300 Light cargo:
Dutro show Trucks.
Second Generation (2011-present)
A majority of these are made in Japanese herbs, even though some units is put together in Canada, Colombia and Indonesia. The more appreciable modifications will be the engine (success aided by the EURO IV/V/VI accepted), a unique renovation made by Toyota, and more and latest better equipment onboard.
The Hino Ranger try a medium to heavy weight cab-over vehicle generated by the Japanese car producer Hino engines since 1969.
The Ranger is part of Hino's F-Series vehicle with model signal such as FC, FD, FE, FF, FG, FL, and FM. The further the alphabet means the bigger payload. The 4WD brands become FT and GT. The SG are Tractor Head to pull container. In a few countries, the Ranger is just offered as moderate or hefty vehicle, although the little or lower payload designs like FA and FB had been changed by Hino Dutro. In Japan, the little Ranger FA was rebadged as Toyota Dyna.
Hino has competed into the Dakar Rally in 1991, using the Ranger FT 4WD truck driven by Yoshimasa Sugawara, a Japanese rally driver. He constantly done into the top ten in Camion Category. For 17 straight ages, Hino always obtained the below 10,000 cc course, and grabbed 1st general in the 1997 celebration.
1st Generation (1969-1980)
Hino KL340
The Hino Ranger KL ended up being introduced in Japan in 1969. Following the 1979 discontinuation of Toyota Massy Dyna, the Ranger show replaced that vehicle. In Australia, it had been offered as Toyota KL300. The Ranger KL-series had been offered as short wheelbase KL300, method wheelbase KL340 and KL350, along with longer wheelbase KL360 and KL380. The Ranger line-up spawned into KB, KR, KQ, and other designs. Motors tend to be 4.5 liter DQ100 and 5.0 liter EC100.
2nd Generation (1980-1989)
Hino Ranger FF173
Early products need circular headlights, while facelift models come with rectangular headlights. The taxi design was prompted by European trucks and was considerably more aerodynamic than its forerunner; 35 percentage much more relating to Hino by themselves. The taxi ended up being built by robots. the motor number was also updated.
Japanese design manufacturing ended in 1989, Indonesian design lasted until 2003.
Models in Indonesia were FF172, FF173, FL176, FM226, and SG221. The FF and SG had been promoted as Super Ranger, the FL and FM is Jumbo Ranger.
From 1982, Ford engine Company and Hino finalized a bargain for badge-engineered vehicles to be known as the Ford N-series for release in Australian and New Zealand markets to replace the Ford D-series vehicles. The deal lasted fifteen years. Because of this, most Hino trucks saw provider right here disguised as Fords.
3rd Generation (1989-2002)
Hino Ranger FF
In Japan, this generation had been advertised as Cruising Ranger, Rising Ranger and Space Ranger.
Hino joined three Ranger FTs inside 1997 Dakar Rally, and results were 1-2-3 in general inside Camion (vehicle) Category.
In united states, Hino would not utilize the Ranger name because of its medium truck. The US models is FA1517, FB1817, FD2320, FE2620, FF3020, SG3320, and SG3325. The initial two digits suggest the Gross car fat score (GVWR), additionally the final two digits make reference to engine energy. Moderate vehicles need 200HP. FA1517 indicates the tiniest vehicle with 15,000 lbs GVWR, and around 170 bhp.
The next generation Hino Ranger was not sold in Indonesia, since the 2nd generation ended up being manufactured locally until 2003.
Into the Top Gear Burma specialized James May drove a 3rd generation Hino Ranger when you look at the FB110 variation with a crane attachment.
In Southern Korea, this generation rebadged as Kia Rhino.
4th Generation (2001-Current)
Hino Super Ranger SG260J
Hino 500 FG210J Wing in plant in Indonesia
Hino Jumbo Ranger FM320P
Marketed in Japan as Ranger professional, or Hino 500 Series for export. Retain the Super Ranger and Jumbo Ranger names in Indonesia. In Malaysia, it really is called Validus. Mega known as trucks hino ranger in Thailand.
The Ranger can be acquired with mixture of different cabin, standard or wider, standard roofing or higher roof, brief taxi or complete cab. The FD normally readily available as Double Cab.
High quality bundle with chrome bumper, discharge headlights, wood panel, as well as other indoor upgrades could be offered for JDM products.
Light Medium Truck : FC, FD, GD, FE
Medium Significant Truck 4x2 : FF, FG, FJ
Medium Vehicle 4x4 : FT, FX, GT, GX
Moderate Significant Vehicle 6x2: FL
Moderate Significant Vehicle 6x4: GK, FM
Moderate Heavy Vehicle 8x4: GY
Tractor Mind 4x2: SG
Tractor Mind 6x2: SG
Tractor Mind 6x4: FM
Hino is the markets chief for truck and bus in Indonesia since 2000. The present best-selling design are Jumbo Ranger FM260J D. This dump truck is usually employed for construction and coal mining.
A diesel hybrid-electric variation normally for sale in Japan.
Some minor modifications had been introduced in January 15, 2015. The newest Hino Ranger show now has a brand new search with a refreshed upside-down trapezoidal form front side grill with dark grey colors, brand new headlamp, semi-floating suspension, and revised framework. Apart from that, there was a improvement on the axles - every one of the brand new Hino Ranger Series now uses 10 wheel studs instead of the usually found 8 wheel men in earlier years. This 10-wheel-stud design isn't a new comer to Hino because some heavy-duty series Hino Ranger, usually the cement mixer truck, have currently put this design many years prior to. However, since 2015, the 10-wheel-stud design happens to be a typical function for all Hino Ranger Series.
In April 2017, the refreshed Ranger was released aided by the newly developed 5.1-liter A05C diesel engine. The guide and Pro move automatic transmissions is still offered.
Hino light- and medium-duty trucks are the fastest growing brand in America, delivering top performance. See the newest models like the 195 Hybrid here.
We have 2,262 HINO Trucks For Sale in Box Truck - Straight Truck, Cab Chassis, Conventional - Day Cab, Refrigerated Truck, Rollback Tow Truck and other categories.
- **Safety Gear**
- **Safety Glasses**: Protects your eyes from debris.
- **Gloves**: Provides grip and protects your hands.
- **Tools Required**
- **Wrenches (Metric)**: Used to loosen and tighten bolts. Ensure you have a set that fits the various bolt sizes on the transmission.
- **Socket Set**: For easier access to bolts in tight spaces. A ratchet handle can provide better leverage.
- **Screwdrivers (Flat and Phillips)**: Useful for removing any screws on the transmission casing or components.
- **Pry Bar**: Helps in separating components that may be stuck together.
- **Torque Wrench**: Ensures that bolts are tightened to the manufacturer’s specifications, preventing over-tightening which could damage threads.
- **Jack and Jack Stands**: To lift and secure the vehicle safely for working underneath.
- **Transmission Fluid**: Required for refilling after repairs. Check the manufacturer’s specifications for the correct type.
- **Oil Catch Pan**: To collect any old transmission fluid when draining.
- **Replacement Parts**: Depending on the issue, common parts that may need replacement include:
- **Clutch Kit**: If you experience slipping or difficulty shifting gears. This includes the clutch disc, pressure plate, and release bearing.
- **Gear Synchronizers**: If you hear grinding noises during shifting. These help the gears align and mesh smoothly.
- **Seals and Gaskets**: If you notice fluid leaks. These prevent fluid from escaping the transmission casing.
- **Basic Steps for Manual Transmission Repair**
- **Prepare the Work Area**: Ensure you have ample space, and gather all tools and parts needed.
- **Lift Vehicle**: Use the jack to lift the vehicle and secure it with jack stands.
- **Drain Transmission Fluid**: Place the oil catch pan under the transmission, remove the drain plug, and let the fluid drain completely.
- **Remove Transmission**:
- Disconnect the battery.
- Remove any components obstructing access (like the driveshaft).
- Unbolt the transmission from the engine using wrenches and sockets.
- Carefully slide the transmission out, ensuring not to damage the input shaft.
- **Inspect Components**: Check for signs of wear or damage on the clutch, gears, and seals.
- **Replace Necessary Parts**: If any parts are worn or damaged, replace them with new components.
- **Reassemble Transmission**: Follow the reverse order of disassembly. Ensure all bolts are tightened to the specified torque.
- **Refill Transmission Fluid**: Use the correct type of fluid and fill it to the specified level.
- **Test Drive**: After everything is reassembled, take the vehicle for a short drive to ensure proper operation.
- **Why Replacement is Required**
- **Wear and Tear**: Components like the clutch and synchronizers wear out over time, leading to poor performance.
- **Fluid Leaks**: Damaged seals can cause leaks, resulting in low fluid levels that can cause transmission failure.
- **Performance Issues**: Grinding noises or difficulty shifting indicate that components are failing and need replacement to ensure smooth operation.
- **Additional Tips**
- **Keep a Manual**: Having a service manual specific to the Hino FE Series will provide crucial specifications and diagrams.
- **Take Photos**: Document the disassembly process to ensure proper reassembly.
By following these guidelines and using the right tools safely, you can effectively perform manual transmission repairs on a Hino FE Series truck. rteeqp73
Job: Shock mount replacement — Hino FE Series (front and/or rear). Steps, tools, safety, how tools are used, required replacement parts, and common pitfalls. No fluff.
Required tools
- Heavy-duty floor jack and axle/frame jack pads.
- Two rated jack stands (placed on frame members).
- Wheel chocks.
- 1/2" and 3/8" drive socket/ratchet sets, deep sockets to suit nut sizes.
- Breaker bar and/or 1/2" impact gun (for seized nuts).
- Combination wrenches (metric set to match bolts).
- Torque wrench (capable of truck-level torques).
- Penetrating oil (PB Blaster, Kroil).
- Pry bar and large screwdriver.
- Hammer and soft-face mallet.
- Punch or drift for pin removal.
- Vice or bench press (if removing/installing rubber bushings).
- Safety glasses, gloves.
- Wire brush, emery cloth, anti-seize compound, thread locker (Loctite blue).
- Replacement fasteners if originals are damaged/corroded.
- Replacement shocks and mounting bushings/insulators and washers (OEM or equivalent).
Safety precautions (non-negotiable)
- Park on level surface, set parking brake, chock opposite axle wheels.
- Fully support vehicle on properly rated jack stands under frame (never rely on jack only).
- Support axle with a jack so springs/axle can be slightly lifted/lowered to relieve or apply preload to shock during removal/installation.
- Wear eye protection and gloves; expect rust and debris.
- If bolts are heavily corroded, heat with a torch only if safe and away from fuel lines or wiring.
- When using impact guns, maintain control; disconnect battery when doing heavy electrical work.
Preparation
1. Obtain the correct replacement shocks and mount bushings for the specific Hino FE year/variant. Buy new nuts/bolts if any show corrosion or are torque-to-yield style.
2. Read the Hino FE Workshop Manual torque specs and removal sequence for front and rear shocks. Have the manual open or printed torque table available.
3. Chock wheels, set parking brake.
Removal (general procedure — front and rear follow same principles)
1. Raise and support:
- Lift the truck with a floor jack at a safe jacking point and place jack stands under the frame near the shock being replaced. Ensure stable support.
- Place a separate jack under the axle/leaf spring near the shock lower mount to control axle movement.
2. Relieve shock load:
- Slightly lower/raise the axle with the axle jack until the shock is unloaded (so top or bottom bolt can be removed without having to compress the shock). For front shocks on solid-axle trucks, lower the axle slightly; for rear leaf-spring shocks, raise the axle slightly. Don’t overextend or compress the shock beyond its travel.
3. Apply penetrating oil:
- Spray penetrating oil liberally on upper and lower shock bolts and nuts; let soak 10–15 minutes (longer for heavy corrosion).
4. Remove lower mount fastener:
- Use the appropriate socket/wrench. If seized, use breaker bar or impact gun. Use a punch/drift if bolt head is rounded. For bolts that are rusted solid, cut and replace.
- If the lower mount uses a U-bolt/bracket, remove any retaining clamp or bracket.
5. Remove upper mount fastener:
- If top mount is stud-in-frame with nut on top of mounting plate, remove nut and washers, push shock down and out.
- For eye-bolt or bracket top mounts, remove bolt and any isolators.
6. Extract shock:
- Remove shock from mounts. If stuck, use pry bar and mallet to free. Do not bend shock body — remove by separating mount bushings or cutting if necessary, then replace hardware.
Inspect mounts and parts
- Clean mounting surfaces with wire brush; remove corrosion, ensure holes are not ovalled.
- Inspect bushings, washers, sleeves. Replace bushings if cracked, flattened, or hardened.
- Inspect bolts: length, thread condition. Replace any that are stretched, corroded or damaged. Use new self-locking nuts where required.
Installation
1. Fit new bushings/sleeves:
- Fit rubber/urethane bushings and metal sleeves into shock eyes. Use a vice or press to install if tight. Ensure orientation (bushings face correct way; some have a lip).
- Lightly coat sleeve and bushing with silicone or light oil per manufacturer instructions (do not use petroleum on some bushings). Do not use anti-seize on rubber-to-metal contact unless specified.
2. Mount shock:
- Position shock into upper mount first (if accessible) or as recommended by manual. Align bushings and insert bolt/sleeve.
- Hand-fit nuts and washers; do not fully torque yet.
3. Align lower mount:
- Use the axle jack to align and compress/raise the axle as needed so lower mount holes line up. A pry bar can help gently align.
- Insert lower bolt/sleeve and fit washer and nut. Hand-tighten.
4. Final positioning and torque:
- Lower the axle so weight is back on wheels (recommended by many OEMs: torque shock fasteners with vehicle at normal ride height; some manuals specify torque with suspension loaded). If manual requires bolts torqued with weight on wheels, lower truck off stands just enough so suspension carries load, then torque to spec. If unsure, torque per manual; if not available, torque typical truck sizes (see note below).
- Torque all shock mounting bolts to OEM values using a torque wrench in a star sequence (upper then lower). Apply thread locker where specified by manual.
- Re-check torque after 100–200 km driving.
How each tool is used (quick)
- Floor jack: raise vehicle to safe height, use jack stands for static support.
- Jack stands: carry vehicle weight as permanent support while working.
- Axle jack: supports and manipulates axle to relieve or apply preload to shock; used to line up mount holes.
- Penetrating oil: frees corroded nuts/bolts.
- Breaker bar/impact: apply high torque to loosen seized hardware. Use breaker bar when controlled torque needed.
- Torque wrench: final tightening to specified torque — calibrate before use.
- Pry bar/mallet: align holes and persuade stuck parts without overstressing bolts.
- Vice/press: fit or remove tight bushings and sleeves.
Replacement parts required
- New shock absorbers (match OEM length, damping, mount type). Replace in axle pairs (both left and right) to ensure even behavior.
- Mounting bushings/insulators and sleeves (replace if worn).
- Washers and new self-locking nuts or locknuts as per manual.
- Replacement bolts if original bolts are corroded, bent, or stretch-type.
- Anti-seize for threads where rusting is a concern (not on torque-to-yield bolts). Use thread locker where specified.
Common pitfalls and how to avoid them
- Not supporting axle properly: can cause sudden drop or difficulty aligning mounts. Always support axle with a jack.
- Trying to remove bolts under load: always relieve shock load first.
- Re-using damaged or corroded bolts/nuts: replace to avoid failure; rusted bolts often torque incorrectly.
- Incorrect shock length/orientation: match OEM part numbers; install with correct eye/stud orientation.
- Forgetting new bushings/sleeves: old bushings lead to noise and premature wear.
- Over-tightening or under-tightening: use torque wrench and OEM specs. Over-torque can crush bushings or stretch bolts; under-torque leads to movement and wear.
- Not torquing with vehicle at ride height if manual requires it: can preload bushings and cause binding.
- Using excessive leverage with breaker bars and twisting bolt heads off. Use heat/penetrant properly and cut as last resort.
- Neglecting to check surrounding components (control arms, spring mounts, frame for cracks). Replace or repair as needed.
Notes on torque values
- Use the Hino FE Workshop Manual for exact torque values per model/year. If manual unavailable, typical medium-truck metric bolt ranges: M12 bolts ~ 80–120 Nm, M14 ~ 120–200 Nm, M16 ~ 200–300 Nm — these are approximate. Do not substitute for OEM specs.
Aftercare and checks
- Start vehicle, cycle suspension a few times, listen for clunks.
- Road test at low speed to check for noise, handling, and alignment.
- Re-torque all mounting hardware after initial road test ~100–200 km.
- Dispose of old shocks per local regulations (some contain oil/gas).
Done. Replace shocks and mounts with OEM or equivalent heavy-duty units and all worn fasteners/bushings. Follow Hino’s workshop manual torque and procedural notes for your specific FE model year. rteeqp73
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