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Past Issues

May 2005

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When a vehicle as ubiquitous as Toyota Hilux changes its global technological base, that's bound to be a watershed for the way we manage and maintain vehicles writes Dave Scott.

Along with the introduction of the new Toyota Hilux comes a new acronym - IMV - which stands for Innovative International Multi-purpose Vehicle. That's a mouthful and a long way from the simple word 'bakkie' which, by itself, should tell that there's something very different about the new offerings from the Toyota stable.
 

First announced in 2002, IMV's core concept is an optimised global production and supply system for a platform for pickups and multi-purpose vehicles. The IMV programme is aimed at supplying markets in 140 countries from a consolidated highly efficient global manufacturing network. World IMV production will come from six countries including South Africa, each tasked with meeting specific regional demands and feeding components into global networks. The first Hilux pick-ups arrived in South Africa in 1969 and at the end of the latest model cycle, total Hilux sales in South Africa were 661 285. Total sales of the previous generation Hilux were in excess of 151 000 from October 1998 through March 2005. It was the second most popular vehicle of all in South Africa behind Toyota Corolla through the first quarter of 2005. In terms of new sales and existing population, Toyota's popular bakkie has a powerful presence in Southern Africa. Add to this Toyota SA's very aggressive new Hilux pricing and their stated intention of a 35% market share in the 1-tonner market in 2006, the brand technology influence expands. Toyota expects to sell monthly volumes of 1 050 double cabs and 2 150 single cab models during 2005. We spell out the expected sales figures and market performances because when the entire Hilux diesel-powered range moves to common-rail, electronically managed engines, this marks a major bakkie market technological shift. And with fuel prices running well over R5/litre, diesel power becomes #1 fleet choice.

Fleet technology ramps up
There's nothing new about common-rail fuel management in diesel engines but it is entirely new to South African bakkie lovers and fleet owners who are accustomed to relatively low-tech injection-pump fuel delivery. Together with common-rail fuel delivery goes turbocharging - a standard feature on all 2,5 litre D-4D motors with power extended through inter-cooling on the 3,0 litre version. There are also no more normally aspirated diesel engines in the Hilux range.

The electronically controlled common rail type fuel injection system used on Toyota's D-4D diesel engine provides exceptional fuel management, a microcomputer controlling both injection pressure/timing and the fuel charge volume. The system consists of a high pressure supply pump, injectors, the common rail feeding the injectors and high pressure piping connecting the components.

Fuel delivery is controlled by an EDU (Electronic Driving Unit) that activates each injector at precisely the right time to inject a measured high pressure fuel charge drawn from the common fuel rail directly into each cylinder. An array of sensors continually feeds information to a microcomputer that exercises comprehensive control over the fuel pressure in the common rail, and over injection timing and volume. The high degree of control flexibility that is typical of these engines enhances engine output and fuel efficiency while reducing NOx and particulate emissions. Combustion noise is also reduced.
 

Increased maintenance risks
The warning: 'Now is the time...Clean up your act' given in the May 2004 edition of FleetWatch rings truer than ever. In that article, we stated: '1 600 bar injection pressures demand exceptional cleanliness in all aspects of vehicle maintenance, fuel and lubricant storage and dispensing. Particles bigger than 5-micron (cigarette smoke) cause expensive premature injector wear. Most trucking operations are not accustomed to this level of cleanliness. Companies that don't pay lip service to environmental issues will be profitable survivors in the long run. Clean up your act South Africa so that we don't become victims of environmental legislation.' 

For the great number of South African Hilux fleet operators, it no longer has anything to do with the environment, It's all about cleaning up your act so you don't become a victim of modern technology. Read the text box below - 'How particles wreak havoc' and visit the website - www.noria.com
 

What benefit does new technology bring?
This chart shows the increase in power and torque new technology provides - what is never printed on any spec sheet is altitude impact on both kW and Nm - and that's really significant. 

Most of South Africa's bakkie fleets operate within the vast inland plateau at around 1 500m altitude. Good news is that the new Hilux workhorse will provide up to 47% more work effort than its predecessor. So how are fleet managers going to take best advantage of the benefits of all the increased power and torque that Hilux drivers will experience, plus a price inclusive added-value 90 000km/5-year service plan and 100 000km/3-year warranty? And what should they be careful of? Here are some pointers provided as food for fleet management thought:

• Are drivers going to be allowed to travel faster with all this power at their command? Many company bakkie drivers already ignore speed limits and the new Hilux will test the limit. If there are no speed controls, expect an increase in fleet accident rates.

• What will fleets do with the extra time saved per trip? Will higher average speed result in less overtime or will drivers and crews come home earlier to lounge around?

• Should there be an improvement in fuel consumption? If there is no reduction in fuel usage, then something's wrong that will need serious investigation. 

• Is bakkie driver training necessary and how will it be implemented? These new common rail engines develop maximum torque far earlier with a much wider spread that means less gear changes. Drivers must be trained to appreciate the benefits of a tachometer not the speedometer and get into top gear early but not top speed. These are turbo engines that must be protected against the abuse of revving at cold-starts and an African style 'blip show-off-rev' before shut down.

• The previous 2400D Hilux required servicing every 5 000kms while the new 2,5 D-4D only needs servicing every 10 000kms. How does this increase vehicle availability and how will fleets make full use of the 90 000km/5-year service plan? Paid for in the price, the Hilux service plan is a convenient way of budgeting and caring for the vehicle but service intervals must be rigidly respected. If the bakkie is serviced too early, or too late, then service costs are for the account of the owner and warranties fly out the window. 

• How will diesel pump hygiene be addressed and upgraded? Un-calibrated diesel fuel pumps are mostly relegated to a spot where they are exposed to the elements - breather outlets are not equipped with filters or desiccants and wear particles are introduced through sloppy fuel dispensing. Blending with illuminating paraffin is a strict no-no for these hi-tech engines.

• Why not provide the new vehicles to drivers who deserve recognition for safety and low fuel consumption? Use the new Hilux as an opportunity to motive good driving.

• How will fleet electrical problems be handled in the future - especially the scourge of jump-starting? The new Toyota D-4D electronically managed common-rail diesel engine will not respond favourably to incompetent jump-starting resulting from battery theft and swap-jacking. Electrical maintenance must be a key focus area for the highest standards of education.

• What must be observed regarding oil specification and topping up? Hi-tech common-rail engines do not like lubrication over-filling that results from misreading dipstick levels and checking for oil too soon after engine switch-off. The fact that the vehicle is on a 90 000km/5-year service plan does not mean the cheapest mono-grade or any 'snake-oil' friction modifiers can be used to top up. 

Conclusion
South Africa is unavoidably part of the IMV global supply network that employs the Toyota D-4D as its standard engine and new technology means a different approach to an under-rated job. A disciplined approach to fleet maintenance, fuel dispensing management, driver training and fuel consumption has always paid dividends, even with low-tech bakkies - but now its critical if we are to benefit from this technological breakpoint.