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Toyota has launched a comprehensive and strategic assault on the Australian light van and bus market with a new range of HiAce vehicles.

The fifth generation HiAce has been purpose-built to meet current and future customer demands.

It encompasses new wheelbase and cargo lengths, new engines and transmissions with special emphasis on an all new diesel engine, and a complete review of driver ergonomics and safety.

The purposeful remake of the range by the market leader pays specific attention to the needs of all markets – government, fleet and private.

Toyota expects to drive the light van market and its own leading share to new heights.

It expects the market for light vans in 2005 to rise by six per cent to close to 24,000 and its own share to rise from 23.5 per cent in 2004 to 27 per cent this year.

Demand for light buses is expected to grow 16 per cent to 1,800 total sales in the year, with Toyota HiAce Commuter’s dominant share rising from 74 per cent to 77 per cent.

Toyota’s strategy in part hinges on the provision of two package efficient models – a long wheelbase and a super long wheelbase.

The so-called Long Wheelbase model is only 55mm longer than the superseded SWB (standard wheelbase) HiAce yet its cargo length equals the superseded LWB (Long Wheelbase) HiAce.

The Super Long Wheelbase will be Toyota’s first entry into the category and is expected to account for major incremental demand.

Consumer demand in both segments is growing and together they account for more than 80 per cent of the van market.

It is expected demand in the traditional SWB market, worth another 14 per cent, will migrate to the medium sector.

The launch of the new 2.5 litre common rail direct injection turbo-diesel HiAce is expected to stack on significant demand.

Diesels last year accounted for almost half of all light van demand (44.8 per cent) but HiAce made up only 5.3 per cent of diesel supply.

HiAce dominated petrol supply with almost 40 per cent of all sales.

The two new HiAce engines - petrol and diesel - are expected to provide substantial competition in both segments, and to redress the imbalance.

Additionally Toyota is launching an LPG HiAce to capture the growing demand for alternatively-fuelled vehicles.

Some substitution is expected as customers select the HiAce package of their choice from a much more comprehensive range.

But the overall effect will be to strengthen HiAce’s share of the light van market.

The broader HiAce range is expected to have far greater appeal to private buyers.

While private buyers make up 32 per cent of the van market, they comprise currently just under nine per cent of HiAce demand.

A choice of engines, and of suitable body configurations, is expected to make HiAce far more appealing to private buyers.


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Toyota’s new HiAce range has 12 models, with the choice of three body styles, two wheelbases, two engines and two transmissions.

The three body styles are Long Wheelbase van (LWB), wide-body and high roof Super-Long Wheelbase van (SLWB) and Commuter bus.

All three bodies have a semi-SBV front design.

The two wheelbase lengths are 2570mm (LWB) and 3110mm for SLWB van and Commuter bus.

The three body styles are all offered with the choice of new 2.7-litre VVT-i equipped petrol or new 2.5-litre common-rail turbo-diesel engines.

All petrol models have hardened valves and valve seats, to allow for LPG operation.
Super Long Wheelbase diesel models have the added feature of an air to air intercooler.

The new petrol and diesel engines can be matched to a five-speed overdrive manual or electronically controlled four-speed overdrive automatic transmission.

The full model line-up is:
* LWB van with the choice of petrol or turbo-diesel engine and manual or automatic transmission

* SLWB van with the choice of petrol or turbo-diesel and manual or auto

* Commuter bus with the choice of petrol or turbo-diesel and manual or auto.

ABS anti-skid brakes are optionally available across the range.

Five colours are offered, including three metallic colours.

The colours are: French Vanilla, Manilla Yellow, Quicksilver, Cascade Blue and Green Aspen.


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Toyota offers a state-of-the-art sequential vapour-injection LPG conversion for its new generation HiAce van range.

The unit is a factory-developed and warranted sequential multi-port gaseous electronic injection system.

Toyota’s manager, new business development, product development division, Robert Allen said the system has been developed with an eye to the future (Euro IV) emission requirements.

"The sequential multi-port gaseous injection system has significant advantages over fumigation-type LPG systems – including no backfire," he said.

“There is no loss of volumetric efficiency and no restriction on inlet airflow.

“The results from over 150,000 kilometres of local testing suggest there is no noticeable difference in on-road performance between petrol and LPG operation using this system.”

Toyota has developed the dual-fuel system in Australia to suit fifth-generation HiAce’s all-new VVT-i equipped 2.7-litre engine.

All petrol HiAce models in the new range have hardened valves and valve seats, to allow for LPG operation.

Toyota Australia’s product development division has developed the Landi Renzo Omegas system with local supplier Apollo Gas Products.

The system has full electronic control for optimum reliability and fuel efficiency, and plug ‘n’ play wiring for ease of installation and reliability.

The conversion includes an under-floor twin tank system with a protective shield. The spare wheel is relocated inside the vehicle.

The system uses the original fuel gauge for both petrol and gas.

It provides for petrol start and switches automatically to gas, depending on engine temperature and vehicle operating conditions.


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Toyota has launched a new-generation range of HiAce vans and Commuter buses.

The new HiAce remains true to the HiAce name – a combination of High for high performance and Ace meaning a hard worker.

There are three bodies – Long Wheelbase van (2570mm wheelbase), and Super Long Wheelbase van and Super Long Wheelbase Commuter bus (both with 3110mm wheelbase).

HiAce’ designers made increased passive safety a key development target.

HiAce’ new design achieves this goal while maintaining impressive levels of interior space, thanks to a unique vertical Y-frame chassis structure that absorbs crash impact energy.

Dual SRS airbags are standard equipment across the range and HiAce Commuter bus has lap-sash seatbelts for all 14 seating positions.

All models have the option of ABS anti-skid brakes with Brake Assist.

Cargo floor length has been maximised, by moving the engine further forward.
HiAce’s role as a professional business tool saw Toyota develop two new engines, both with flat torque curves to provide improved acceleration and increased fuel efficiency.

The new petrol and diesel engines can be matched to five-speed manual or electronically control four-speed automatic transmission, both with dashboard-mounted gear lever (and gated shift on the automatic).

The new 2.7-litre balance-shaft equipped Twin Cam Multi-valve petrol engine is one of the first commercial vehicle engines in Australia with intelligent variable valve timing.

It delivers 111kW of power at 4800rpm and 241Nm of torque at 3800rpm.

Toyota Australia will offer a factory developed and warranted vapour-injection LPG conversion engine from launch.

HiAce’s new 2.5-litre diesel is a 16-valve turbocharged common rail (direct injection) engine.

The LWB diesel delivers 75kW of power at 3600rpm and 260Nm of torque from 1600 to 2400rpm.

The SLWB diesel has the additional feature of an intercooler – it has an additional 5kW of power and a wider spread of torque.

HiAce’s suspension has been tuned to meet the vehicle’s dual uses – as a professional cargo hauler capable of carrying full payloads, and as a people-carrying vehicle or motorhome application with a subtle suspension balance to provide optimum ride comfort.

The interior design also reflects the design aim of a working vehicle with enhanced comfort – with added storage space around the driver’s seat.

Ease of operation has been increased by redesigning the seats and creating wider sliding door openings.

Super Long Wheelbase models have higher sliding door openings to allow for greater ease of loading and unloading.


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Demand for light trucks in Australia increased by 11.7 per cent in 2004 and further growth is expected in 2005.

The majority of last year’s expansion occurred in the one tonne pick up market in which 4x2s rose 11.7 per cent and 4x4 demand expanded 15.8 per cent.

The light van market rose just 3.7 per cent and demand for light buses was down 13.6 per cent.

The launch of market-leading HiAce is expected to provide substantial impetus to both categories and to spur significant competitive activity.

A flattening in demand for the mature HiAce range last year was a primary factor in the category’s inability to match the generally buoyant market conditions.

The influx of European brands and of one Korean model did little more than maintain a stable market.

Forward control, or in the case of new Toyota HiAce so-called semi-SBVans, continued to dominate the Australian light van market.

In 2004 two thirds of all light vans delivered were forward control.

The ratio is expected to expand in 2005.
Demand for European models was driven more by their offering leading edge diesel motors than by a preference for drive train configuration.

In the past four years demand for diesel engined light vans has more than doubled while demand for petrol vehicles has remained largely static.

At the end of 2004 diesel engined light vans made up 44.8 per cent of all sales, and the possibility remains this year that sales of diesels will exceed those of petrol for the first time.

The new HiAce diesel is expected to increase demand for diesels without significantly diminishing demand for petrol engined vans.

Toyota has invested strongly in primary and secondary safety improvements to the new HiAce range.

A new vertical Y-section chassis boosts the the crashworthiness of the semi-SBV Hiace.

Straight line stability, a major boon to reducing driver fatigue, has been substantially improved.

Primary safety aspects - brakes and steering - have also been improved without compromising operational features such as turning circle.

HiAce remains essentially a tool of trade and its primary attributes of maximising load carrying capacity, and in particular of reliability, are highly prized.


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The new HiAce Turbo-diesel, with an advanced common rail 2.5 litre motor, has a recommended retail price of just $34,400.

The launch of the new series of HiAce vans has concentrated on value for money.

The 2.7litre DOHC petrol version of the Long Wheelbase HiAce carries a recommended retail price of $31,900 – an increase of only 3.3 per cent over the previous model, despite the new specification level.

The Turbo-diesel is only 1.8 per cent more expensive than the naturally aspirated diesel model it replaces.

The Long Wheelbase HiAces are intended to also be competitive in the medium wheelbase category.

Toyota will bring its new Super Long Wheelbase HiAce models to market for a recommended $36,400 in petrol version and $39,120 in Turbo-diesel.

The prices represent a premium of just 14 per cent over the Long Wheelbase models.

Toyota’s new HiAce Commuter buses will carry a recommended retail price of $47,190 for the petrol model and $49,900 for the Turbo diesel.

Automatic transmission for all vehicles is pegged at $2330.


Long Wheelbase Petrol Van (manual transmission) $31,900

Long Wheelbase Petrol Van (automatic transmission) $34,230

Super Long Wheelbase Petrol Van (manual transmission) $36,400

Super Long Wheelbase Petrol Van (automatic transmission) $38,730

Long Wheelbase Turbo-diesel Van (manual transmission) $34,400

Long Wheelbase Turbo-diesel Van (automatic transmission) $36,730

Super Long Wheelbase Turbo-diesel Van (manual transmission) $39,120

Super Long Wheelbase Turbo-diesel Van (automatic transmission) $41,450

HiAce Commuter Petrol bus (manual transmission) $47,190

HiAce Commuter Petrol bus (automatic transmission) $49,520

HiAce Commuter Turbo-diesel bus (manual transmission) $49,900

HiAce Commuter Turbo-diesel bus (automatic transmission) $52,230

*recommended retail pricing does not include dealer delivery or statutory charges


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Demand for light 15 seat buses is likely to grow to around 1,800 total sales in 2005 – an increase of about 16 per cent.

The new Toyota HiAce Commuter bus will comprise around 87 per cent of all demand in a segment it has long dominated, according to Toyota.

The market has slightly diminished as the now superseded HiAce Commuter neared the end of its model cycle.

Sales in the sector dropped from 1,787 in 2003 to 1,544 in 2004.

The launch of the new HiAce Commuter is expected to return demand to pre-2004 levels and to return Toyota to near to 90 per cent share.

The HiAce Commuter bus will be available with petrol and diesel motors and both manual and automatic transmission.

Initial expectation is for a 60:40 mix of petrol:diesel demand.

There will be greater take up of automatic transmission - around 40 per cent - in the petrol version.

About 30 per cent of diesels will be specified as automatic transmission models.

Toyota expects demand for automatic transmission will rise in coming years against long-held industry tradition.

Ease of use, and compatibility with thoroughly modern engines, will make automatic more desirable and in many cases more practical.

The growth of tourism in Australia will fuel greater demand for light buses, especially as in many cases they can be hired as self-drive vehicles.

Toyota has targeted specialist body and conversion builders as businesses of great interest in its aggressive thrust to increase light bus use.

The HiAce Commuter bus lends itself to camping conversion and to conversion for use by the mobility impaired.

Last year’s Tokyo Commercial Vehicle Show devoted extensive space to conversion opportunities – amongst them vehicles dedicated to use as mobile canteens, refrigerated vans, surf wagons, go kart transporters and mobile sound studios.


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Toyota will celebrate the delivery of its 200,000th HiAce light van in Australia with the launch of its fifth generation of the market-leading series.

The 200,000th HiAce sale is expected in the third quarter of 2005.

Toyota began selling HiAce in Australia in 1971, four years after it was launched in Japan.

Some 4.6 million HiAce have been built since launch and approximately 44 per cent have been exported to 130 countries.

HiAce is now entering its fifth generation.

New model launches occurred in 1967, 1977, 1982 and 1989.

This first major change to HiAce in 16 years is described by Toyota as its most significant ever fleet launch.

It is also a tribute to the now superseded HiAce that it endured so long with such popularity that it remained market leader against significant competition.

The HiAce name originated from the combination of High - for high performance, and Ace - signifying a hard worker.

In Australia HiAce has been market leader of the combined Van & Light Bus segment for more than a decade. It commanded 23.5 per cent of the light van market and 74.4 per cent of the light bus market in 2004.

HiAce’s share of the van market has been as high as 35 per cent (in 2000).

It dominates demand for petrol engined light vans.

In 2004 38.3 per cent of all petrol engined light vans delivered were HiAce.

However HiAce has not led the diesel-engined light van market since 1995.

In 2004 it was the fifth largest selling vehicle in the diesel category behind a Korean and largely European vehicles.

The launch of HiAce’s new generation common rail diesel is expected to address the issue without causing undue erosion to its petrol sales.

Business demand dominates sales in the light van category with 53.4 per cent of all sales in 2004.

It also leads in supply to government and to rental companies.

Private demand, from owner operators and leisure users, made up 32.4 per cent of all sales in the light van sector in 2004.

In 2004 HiAce delivered just nine per cent of its total volume into the segment – a clear indication of a need to broaden its range in both power train and application.

New HiAce, with substantial improvements in both areas, is expected to make substantial inroads into the private sector.

There is burgeoning demand in the super long wheelbase category (SLWB) defined as vehicles over 5.3 metres.

Toyota has not previously had an entrant in the SLWB sector.

Its new HiAce could conceivably capture more than a quarter of the SLWB sector representing just under 1000 incremental sales in the first year.

Toyota’s LWB HiAce will provide opportunity to customers in search of both a medium wheelbase van (between 4.6 metres and 4.9 metres) and a long wheelbase van (between 4.9 metres and 5.3 metres).

The combined category is expected to shrink slightly this year as demand in the SLWB segment grows, but HiAce’s share is expected to expand from around 32 per cent to 35 per cent.


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Toyota’s new HiAce has a Semi-SBV design, for improved safety and convenience.

A small bonnet provides access to the brake fluid reservoir, engine coolant reservoir and window washer.

HiAce has three body designs – LWB van, SLWB van and SLWB Commuter bus.

LWB van has a standard width and roof height, and a sliding kerb-side cargo loading door.

The SLWB van and bus have a wide body and high roof, for maximum cargo volume/passenger space.

The SLWB van has sliding cargo doors on both sides and a larger swept area for the windscreen wipers.

All HiAce models have multi-reflector halogen headlamps.

HiAce’s highly rigid polypropylene front bumper has air dams on each side to control the air flow around the front wheels and hence enhance stability.

The new HiAce is offered with the choice of five exterior colours: French Vanilla, Manilla Yellow, Quicksilver, Cascade Blue and Green Aspen.


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Toyota’s new-generation HiAce has increased cargo capacity and makes highly efficient use of its overall dimensions.

The new HiAce Long Wheelbase and semi-SBV Super Long Wheelbase vans have longer wheelbases than the vehicles they supersede – for increased interior space and straight-line stability.

The axles have been pushed closer to the ends of both vehicles, to increase package efficiency.

The new models have wheelbase to length ratios of 54 per cent for the Long Wheelbase and 57 per cent for the Super Long Wheelbase.

This compares with 50 per cent for the superseded Standard Wheelbase model and 53 per cent for the previous Long Wheelbase model.

The new 6.0-metre HiAce LWB model has almost the same wheelbase as the previous "long" model.

Toyota now offers a 2570mm LWB model, compared with 2330mm for superseded SWB model and 2590mm for the longer of the two superseded models.

The new Long Wheelbase van gives 2930mm or 62 per cent of its overall length to the cargo bed.

The Super Long models (both the extended van and the Commuter bus) have a wheelbase of 3110mm and a cargo bed length for the van of 3470mm – or 64 per cent of the vehicle’s length.

Cargo floor length has been maximised in both HiAce LWB and SLWB by relocating the radiator and the engine further forward in the vehicle.

HiAce LWB has six cubic metres of cargo space and the SLWB model has 9.8 metres of cargo space.

Cargo height is 1335mm for LWB and 1635mm for the SLWB van.

Cargo widths are 1545mm and 1730mm respectively.


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Toyota has redesigned HiAce’s cabin, for improved ergonomics and comfort.

The new HiAce interior design reflects the Toyota commitment to provide a working vehicle with enhanced comfort.

All HiAce models have dual SRS front airbags.

Utility and comfort features include factory fitted air conditioning with rear cooler for Commuter bus, tilt-adjustable power-assisted steering, dashboard-mounted gear shift levers and larger door openings (including the sliding side door for Commuter bus).

Commuter bus models have a rear "under" mirror, for improved rear vision when reversing.

HiAce van has a bucket seat for the driver and a two-passenger bench seat with a fold-down seat back for the centre seat.

HiAce Commuter bus has two front bucket seats, and 12 rear seats, including fold-up rear row seats – all with three-point ELR seatbelts.

Commuter bus has front air conditioning and rear cooler (air conditioning), with nine directional outlets in the roof.

The new HiAce has more storage space and more storage locations around the driver’s seat.

Storage locations include a retractable dual cup holder in the dashboard and a 500ml bottle holder in the front door trims. Van models have an additional two cup holders on the fold-down centre seatback/console.

The fold-down centre seat back has a storage compartment and can be used as a table.

In addition, HiAce has a small storage space on the driver’s side of the dashboard, an extra large glove box, an under-dash tray on the passenger’s side, a dashboard centre storage location (ideal for holding a mobile telephone) and door pockets in both front doors.

The HiAce interior design process included a detailed study aimed at ease of operation.

The design team prepared a mock-up of the cabin and invited a panel of commercial van operators, ranging in height from 140 to 190 centimetres, to test the mock-up for ease of operation.

They also evaluated the seats for ergonomic comfort.

HiAce’s interior appearance was designed to meet the often competing requirements of space and comfort.

Maximum interior space requires squared off corners and no extras, but a commuter bus needs comfortable passenger seats and a high-quality interior appearance.

New HiAce therefore has smooth, uncluttered interior paneling, with minimal radius between the sides and the roof.

The Commuter bus has graphic treatment to the trim for added quality, to enhance comfort without sacrificing space.

New Instruments:

Toyota HiAce has a horizontal character instrument panel with a three-dial instrument cluster and four-spoke urethane steering wheel.

The analogue instrument cluster includes speedometer, engine temperature gauge and fuel gauge, as well as LCD (liquid crystal display) electronic twin trip meter and digital clock.

The main instruments use orange LEDs (light emitting diodes) in the dials and needles, for greater ease of reading.

The switches and controls are ergonomically designed, into a rotary/dial-type heater control with integrated rear demister switch and air conditioner switch.

The audio system is a double DIN size Fujitsu Ten CD-tuner – with two speakers in van models and four speakers in bus models.


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Toyota HiAce’s new body was designed for optimum rigidity and crash worthiness.

The strong body contributes to high levels of active and passive safety, handling, and low NVH.

High body rigidity achieved without weight penalty has become a trademark of Toyota body design in the last decade and a half.

HiAce’s body structure makes extensive use of high tensile steel sheet - to maximise strength and rigidity while meeting strict weight targets.

Key body rigidity features include varying thickness chassis sections on the main front rails - to control impact crash energy.

The HiAce body and underbody make extensive use of anti-corrosion steel sheet, for maximum durability.


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Toyota’s new HiAce has improved suspension and steering, for a subtle balance of ride, handling, stability, load capacity and low noise.

The new HiAce has power-assisted rack and pinion steering, for improved steering feel and reduced weight.

Special attention was paid to enhancing HiAce’s straight-line and turning stability, through aerodynamic features on the front bumper as well as suspension tuning.

HiAce has increased front suspension mount rigidity, increased caster and trail and optimised front suspension bushings – to increase straight-line stability.

Wheel-stroke has been increased, to improve ride comfort, and the height of the roll centre has been optimised to improve turning stability.

HiAce’s new double wishbone type front suspension has long torsion bars mounted to the upper A-arms, to maximise wheel travel and suspension durability.

The stabiliser bar is ball-joint mounted, to minimise unrestrained body roll.

The front suspension hardware includes new inner-rotation type wheel bearings for increased reliability and steering knuckles cast into the knuckle arm, to improve steering and durability.

HiAce’s rear suspension is by high-strength steel variable rate leaf springs and twin-tube dampers.

Spring length and material strength have been increased compared with superseded HiAce, to reduce the number of leaves required and hence increase ride comfort and weight.

Spring and shackle characteristics have been optimised, to achieve a balance of steering stability and ride comfort.

Special attention has been paid to the mounting of the springs and dampers, particularly the front mounting point for the springs, to optimise roll steer.

The tuning regime for HiAce began by tuning the Commuter bus suspension for optimum ride comfort on rough and smooth surfaces.

The rear suspension was further refined for cargo vans by changing the suspension stroke, for added durability.

HiAce’s new steering hardware includes compact, lightweight rotary vane-type steering pumps for both petrol and diesel models.

Rack stroke and steering angle have been maximised, to minimise the turning circle.

The steering box mounting structure has a combination of an inner frame bushing and a grommet, to provide a more natural steering feel.

The steering column is tilt adjustable.

The new HiAce has 15-inch steel wheels with 195R/15C tyres.


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Toyota’s new HiAce range has improved performance across the board.

HiAce has the choice of three all-new engines – a 2.7-litre VVT-i equipped petrol, a 2.5-litre turbocharged common rail diesel in LWB models and a 2.5-litre turbocharged and intercooled common rail diesel in SLWB models (including Commuter bus).

In addition, Toyota offers a state-of-the-art vapour-injection LPG dual-fuel conversion for the 2.7-litre petrol engine.

The HiAce petrol engine has twin counter-rotating balance shafts for lower NVH.

HiAce’s new Twin Cam Multi-valve petrol engine has 26 per cent more power and 21 per cent more torque than the superseded eight-valve SOHC engine.

It delivers 111kW of power at 4800rpm and 241Nm of torque at 3800rpm.

HiAce Twin Cam Multi-valve direct injection diesel offers up to 21 per cent more power and 35 per cent more torque than the superseded three-litre naturally aspirated engine.

The LWB version delivers 75kW of power at 3600rpm and 260Nm of torque from 1600 to 2400rpm.

The SLWB version offers an additional 5kW of power, delivering 80kW at 3600rpm.

Both engines can be matched to a five-speed manual or four-speed electronically controlled automatic transmission.


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Toyota’s new HiAce long wheelbase diesel van with manual transmission has 20 per cent better fuel economy than the vehicle it supersedes.

The new Super Long Wheelbase diesel van and Commuter bus with manual transmission have 18.5 per cent better fuel economy than the vehicles they replace.

HiAce Turbo-diesel manual LWB van has ADR 81/01 fuel economy of 8.1 litres/100km (34.9mpg) and the automatic version has 8.4l/100km/h economy.

The turbocharged and intercooled SLWB diesel manual van and Commuter bus have 8.8l/100km fuel economy.

HiAce LWB petrol has ADR81/01 fuel economy of 11.6l/100km (24.4mpg) with manual and automatic transmission.

Petrol SLWB van and Commuter bus with manual transmission have fuel economy of 12.4 l/100km.


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Toyota HiAce’s new direct-injection turbo-diesel engine has a flat torque curve for optimum driveability.

HiAce’s new 16-valve 2.5-litre direct-injection 2KD-FTV engine is the first turbo diesel in the 38-year history of HiAce.

It has 35 per cent more torque than the previous generation HiAce’s 3.0-litre naturally aspirated diesel.

The turbo-diesel delivers its peak torque and peak power at lower engine speed than the superseded engine.

It delivers 75kW of power at 3600rpm and 260Nm of torque from 1600 to 2400rpm in HiAce LWB.

The SLWB diesel model has the additional feature of an inlet air intercooler, for more power and a broader torque spread.

It has 80kW of power at 3600rpm and 260Nm of torque from 1600 to 2600rpm.

Advanced features in the new HiAce diesel engine include high-pressure common-rail fuel injection and twin overhead camshafts with direct valve actuation.

The Toyota 2494cc 2KD-FTV engine has square bore and stroke dimensions of 92.0mm by 93.8mm, to provide a balance of power and torque.

It has a compression ratio of 18.5:1 and can be matched to a five-speed overdrive manual or electronically controlled four-speed overdrive automatic transmission – both with dashboard-mounted shift levers.


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Toyota HiAce has an all-new common-rail diesel engine, purpose designed for commercial vehicle operation.

Two turbocharged 2.5-litre Toyota 2KD-FTV engine iterations are offered – a 75kW version in HiAce LWB and an 80kW version with intercooler in HiAce SLWB and Commuter bus.

The 2KD-FTV’s advanced design features provide a balance of performance and reliability, low noise and vibration, package efficiency and light weight, optimum serviceability, low emissions and high fuel efficiency.

It has electronic engine management, an electronic drive-by-wire throttle and electronic high pressure (common rail) fuel injection.

The turbo-diesel’s 32-bit engine control computer includes on-board diagnostics and a fail-safe (limp home) system.

Design features to optimise performance and reliability include a four-valve cylinder head design with centrally located injector and in-piston combustion chamber.

Virtually all the engine architecture and detail design features in the new HiAce that boost performance also contribute to fuel efficiency and low emissions.

The two intake ports for each cylinder have different profiles, to maximise swirl in the cylinder and hence optimise combustion.

Valve timing has been optimised by adopting twin overhead camshafts, acting directly on the valves via shim-less lifters.

Performance, reliability and fuel efficiency features also include an intake shutter to improve exhaust gas recirculation performance and reduce NVH during idling, deceleration and engine shut down.

HiAce Turbo-diesel’s new fuel system has a high pressure pump and electronic injectors – for greater accuracy of fuel injection timing and volume.

The electronic injection system has multi-pilot injection control, to determine the volume, timing and count interval between pilot injections and main injection.

Pilot injection is a series of small injection phases before the main injection phase.

It smoothes the start of the combustion pressure curve, thereby reducing combustion noise.

The 2KD-FTV engine makes optimum use of exhaust gas recirculation (EGR) to reduce and control NOx formation.

The EGR valve introduces a small amount of inert gas into the intake manifold, to reduce peak temperature in the combustion chamber.

The new diesel engine has EGR passages in the cylinder heads, from the exhaust ports – to recirculate a greater volume of exhaust gas.

In addition, the 2KD-FTV engine has an oxidation catalytic converter.

The 2KF-FTV’s performance, weight efficiency and package efficiency have been boosted by a new segment conductor alternator.


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Toyota HiAce’s new 2.5-litre Turbo-diesel engine was designed for commercial vehicle operation with optimum levels of quality, durability and reliability (QDR).

The 16-valve 2KD-FTV brings a raft of new diesel technology to HiAce, including turbocharging and high-pressure direct injection (from a common fuel rail).

Durability features begin at the engine’s heart, with a deep-skirt cast iron alloy cylinder block and fully balanced crankshaft with roll-finished pins and journals for optimum strength.

The 2KD-FTV engine has high-strength connecting rods and plastic-region tightening big-end bolts to maximise clamping force.

The upper bearing shells have an oil groove and the lining surface of the bearings has micro grooves – for optimal oil clearance and hence improved cold-cranking performance and reduced engine vibration.

The aluminium alloy pistons have oil cooling channels in the piston crown to reduce piston crown temperatures.

Under-piston oil jets located at the bottom of each cylinder provide additional piston cooling.

The pistons have Ni-resist cast-iron carriers for the top piston ring, to reduce piston-ring wear, and physical vapour deposition (PVD) coating on the surface of the number one compression ring.
Cylinder head to cylinder block sealing has been optimised by a steel-laminate type cylinder head gasket with a shim around each cylinder bore.

The 2KD-FTV diesel’s new alloy cylinder head features twin overhead camshafts and direct valve actuation, for optimum valve timing accuracy.

The four-valve combustion chamber design has the injector in the centre and the glow plug between the intake valves, for greater ease of starting.

The valve train includes shim-less valve lifters to improve serviceability.

Valve clearance adjustment is by selecting and replacing appropriate lifters.

The noses of each cam lobe have been chill treated to increase abrasion resistance.

The cylinder-head water jackets have a two-stage design for optimum cooling.

Durability features are also clearly evident in the design of the 2KD-FTV diesel’s valve train.

The 2KD-FTV engine has gear drive to the oil pump, fuel supply pump, vacuum pump and balance shafts.

An easily replaceable toothed rubber belt with automatic tensioner drives the inlet camshaft, and gear drive on the inlet camshaft drives the exhaust camshaft.

A single V-ribbed belt with automatic tensioner drives the water pump, alternator and air conditioner compressor.

The crankshaft pulley has a torsional rubber damper to reduce NVH.

HiAce diesel has a 260mm clutch for optimum durability.
The clutch has a diaphragm spring turn-over for ease of operation.

Fuel System:

HiAce Turbo-diesel’s fuel system includes a new fuel filter and fuel filter warning switch, to ensure optimum fuel quality to the high-pressure common rail injector system.

A twin-plunger pump supplies fuel to the common rail and hence the electronic injectors.


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Toyota HiAce’s all-new 2.7-litre Twin Cam Multi-valve petrol engine is one of the first commercial van engines in Australia with intelligent infinitely variable inlet timing.

The new 2694cm3 VVT-i equipped 2TR-FE engine supersedes a 2.4-litre SOHC eight-valve 3RZ-E engine.

The 2.7-litre engine has twin counter-rotating balance shafts and a torsional damper rubber in the crankshaft pulley to reduce NVH.

The Toyota 2TR-FE engine delivers 111kW of power at 4800rpm and 241Nm of torque at 3800rpm.

It can be matched to a five-speed manual or electronically controlled four-speed automatic transmission and can operate on regular ULP or be converted to LPG operation with Toyota’s vapour-injection LPG kit.

Sophisticated features of the 2TR-FE engine include: VVT-i, a linkless electronic throttle, long-nozzle fuel injectors to reduce wall wetting and hence emissions and an air-fuel ratio sensor for precise fuel/air metering.

Reliability and serviceability have been maximised by chain camshaft drive, maintenance-free valve clearance adjusters and electronic engine control.

In addition, the new HiAce engine has direct ignition and long-reach spark plugs for increased serviceability, reliability and performance, a plastic intake manifold to reduce weight and a stainless-steel exhaust manifold with three-way catalytic converter for low emissions.

The intelligent Toyota variable valve-timing system (VVT-i) in the 2TR-FE engine offers infinitely variable inlet valve timing within a range of 45 degrees (relative to crankshaft angle).

VVT-i optimises performance across the engine revolution range and minimises emissions.

The Toyota 2TR-FE engine has "square" bore and stroke dimensions of 95mm by 95mm, for a balance of power and torque.

It has a deep-skirt cylinder block to minimise noise and vibration.

The fully balanced crankshaft has roll-finished pin and journal fillets, for increased strength.

Quality, durability and reliability features of the 2TR-FE engine include oil jets at the bottom of the cylinder bores, to cool the under side of the pistons.

The “slanted squish” combustion chamber shape is based on a narrow included valve angle of 22.85 degrees – to boost torque.

The compact combustion chamber shape offers a low surface to volume ratio, thereby reducing cooling losses and increasing fuel efficiency.

Toyota engineers have adopted roller rockers (with maintenance-free valve clearance adjusters) to create the narrow 22.85 valve angle - while providing sufficient spacing between the camshafts for the camshaft drive sprockets.

The 2TR-FE engine has high-strength connecting rods and plastic-region tightening big-end bolts to maximise clamping force.

The upper bearing shells have an oil groove and the lining surface of the bearings has micro grooves – for optimal oil clearance and hence improved cold-cranking performance and reduced engine vibration.

The aluminium alloy pistons have resin-coated skirts to reduce friction and three special features to reduce piston-ring wear – including anodic oxide on the top ring groove to improve wear resistance, physical vapour deposition (PVD) coating on the surface of the number one compression ring and chrome plating on the number two piston ring.

The 2TR-FE engine has the advanced electrical features of a segment conductor type alternator and a planetary reduction segment conductor starter motor - for increased performance and reduced weight.


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Toyota’s HiAce has new transmissions to match its VVT-i equipped petrol and turbo-diesel engines.

Electronically controlled four-speed automatic transmission is available with all three body styles and both engines.

The four-speed ECT offers improved shift feel and reduced ‘shift shock".

The five-speed manual and the automatic transmission have convenient dashboard-mounted shift levers.

HiAce automatic transmission has a gated shift, an electric shift-lock mechanism and a key interlock mechanism.

HiAce’s new Toyota R351 manual transmission has triple-cone synchromesh on first and second gears, for reduced shift effort and increased durability.

The 300mm clutch has a diaphragm turnover spring to reduce pedal effort and a wear-resistance damper.

The clutch plate manufacturing process is free of VOCs (volatile organic solvents).

The R351 transmission has ratios of: 1st, 4.313; 2nd, 2.330; 3rd, 1.436; 4th, 1.000;5th, 0.838; and reverse, 4.220.

It is matched a 4.300:1 final drive in petrol models and a 4.100:1 final drive in diesel models.

HiAce’s 2TR-FE petrol engine is matched to the A343 electronically controlled transmission.

It has ratios of: 1st, 2.804; 2nd, 1.531; 3rd, 1.000; 4th, 0.753 and reverse, 2.293.

It is matched to 4.556:1 final drive ratio.

Diesel automatic HiAce models have the A340E transmission.

It has a taller (0.705) fourth gear ratio than the A343E and is matched to a 4.100:1 final drive ratio.


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The new-generation HiAce builds on nearly two decades of Toyota experience in safer chassis design for one-box type vehicles.

HiAce SLWB has been full lap front collision impact tested at 55km/h, and offset deformable barrier tested at 64km/h.

All HiAce models have dual SRS airbags as standard equipment.

All 14 seating positions in HiAce Commuter bus have three-point seatbelts.

The new HiAce has a unique vertical Y-frame front chassis design, to help absorb crash impact energy.

The front upper members increase impact absorption ability and help maintain foot space in the event of a frontal collision.

The front frame members have been straightened to increase their impact absorbing ability.

The side members are double-layered to disperse and absorb crash impact energy.

In addition, new HiAce adopts a front bumper reinforcement and compression countermeasure beams in the front doors.

The brake pedal link mechanism allows the brake booster to rotate away from the steering column and brake pedal in a frontal collision.

In addition, Toyota has moved the front seats rearward by 42mm.

The fuel tank is located forward of the rear axle, for greater crash protection.

Increased passive safety was a prime design target for new-generation HiAce, while maintaining or even increasing cargo floor length.

HiAce’s new crash absorption process was developed with the aid of advanced computer aided design.


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Toyota’s new-generation HiAce has increased active safety, with improved brakes, improved handling and stability, and reduced chance of driver fatigue.

HiAce has new 380mm diameter ventilated front disc brakes as standard equipment.

ABS anti-skid brakes with Brake Assist are optionally available on all HiAce van and bus models.

HiAce’s braking system includes a load sensing proportioning and bypass valve – unless ABS is specified.

A double-linked variable pedal lever ratio brake pedal reduces pedal stroke and improves brake feel.

HiAce now has a lever-type parking brake, which operates on the large self-adjusting rear drum brakes.

Special design effort to increase straight-line stability has reduced the chance of driver fatigue.

HiAce’s improved ride comfort, improved cabin ergonomics, factory-fitted air conditioning and reduced interior noise also contribute to reduced chance of driver fatigue.

HiAce driver visibility has been maximised by increasing the swept area for the windscreen and adopting new headlamps.


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Toyota’s new-generation HiAce has the increased active safety feature of Brake Assist in its optional ABS anti-skid brake package.

Brake Assist is designed to assist the driver in emergency braking - where the driver cannot apply the high pedal force required to obtain the shortest possible braking distance.

It interprets a quick, hard push of the brake pedal as emergency braking and supplements the braking power applied if the driver has not pushed hard enough on the brake pedal.

The Toyota system measures the speed and the force with which the pedal is pushed to determine whether the driver is attempting to brake rapidly.

The system then applies additional hydraulic pressure, to maximise braking performance.

The timing and degree of braking assistance are designed to ensure the driver does not discern anything unusual in the braking operation.

The system reduces the amount of assistance it provides when the driver intentionally eases the pressure on the pedal.

Brake Assist is in this way allows the driver to modulate braking forces.

The system means the driver can tailor the duration and severity of hard braking to suit driving taste or a potential accident situation.


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Toyota’s fifth-generation HiAce has achieved increased environmental friendliness, with special attention paid to maximising fuel efficiency and reducing emissions, with HiAce’s new VVT-i equipped petrol engine, LPG engine availability and new direct-injection turbo-diesel engine.

HiAce’s fuel efficiency has been increased, thereby reducing production of carbon dioxide.

In addition, HiAce has Toyota’s latest high-efficiency automatic transmission.

The HiAce VVT-i petrol engine has special features to optimise fuel efficiency and minimise emissions of the three gross pollutants (HC, CO and NOx).

These include tapered-squish combustion chambers, straight inlet ports (to reduce wall wetting), full sequential injection into the inlet ports and intelligent variable valve timing for the intake camshaft.

Adopting intelligent variable valve timing means the HiAce petrol engine can have a mild valve overlap at idle and low engine load, thereby reducing unburned fuel emissions.

HiAce petrol has a returnless fuel system, to reduce evaporative emissions.

The non-return system means warm fuel from the fuel lines does not return to the tank.

The internal temperature of the fuel tank therefore stays cooler, reducing evaporative emissions.

HiAce has high-efficiency air conditioners, with lightweight slim evaporators. The petrol engine model has a variable compressor.

The new HiAce is highly recyclable. All plastic parts over 100g weight are labelled for future recycling.

Cotton felt is used for the under floor front silencer and the engine cover, to improve recyclability.


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