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Fuso Canter 2011 European Launch
Fuso has dropped the Mitsubishi prefix from its name, but more importantly it has completely revamped its range of light and heavy truck Canter chassis and chassis crew cabs. There’s a new cab design, both inside and out — including daytime running lights integrated alongside the standard-fit fog lamps — an addition to the existing Euro 5 diesel line-up and an optional Stop/Start system. There’s independent front suspension on the 3.5-tonner for the first time and last, but not least, an all-new twin clutch semi-auto gearbox is fitted as standard; in the UK at least. For the purposes of this report we will be focusing on the new 3.5-tonner.Twin Clutch Transmission
Due to go on sale in the UK in February 2012, and as we reported back in November 2010, the all-new 3.5, 6.0 and 7.5 tonne Canter line-up features a first for this sector of the market; a twin clutch semi-auto gearbox. A six-speeder, it’s identical in concept to the Direct Shift Gearbox (DSG) available on Volkswagen’s Caddy and Transporter, but in Fuso’s case it’s called Duonic. Just like with DSG there is no clutch pedal for the driver to worry about.
Based on a traditional manual ’box it has two electronically controlled hydraulic, maintenance-free wet clutches. Arranged concentrically, clutch one takes care of first, third and fifth gears while the second one looks after second, fourth, sixth and reverse gears. In effect the next gear, either up or down, is pre-selected for smooth ’changes and the inevitable torque losses associated with a fully automatic transmission are eliminated.Duonic can be used in full auto mode or gears can be shifted manually; simply move the gearstick forwards to go up a gear and backwards for a lower cog. Toggling between manual and auto modes is achieved by moving the dash-mounted ’stick briefly to the left. There’s a built-in ‘creep’ function for low speed manoeuvring by using just the brake pedal and it also has a ‘Park’ position for the gearstick which locks the gearbox. A selectable Eco mode for Duonic can be specified as an option. When engaged this changes shift point activation for optimised fuel consumption.
New Canter’s Euro 5 engine line-up carries over the 130 and 175hp 3.0-litre four-cylinder diesels from the previous range. These develop 300Nm (1,300 – 3,050rpm) and 430Nm (1,600 – 2,860rpm) of peak torque respectively and have been joined by a 370Nm (1,320 – 2,840rpm) variant which is capable of producing 150hp. The 3.5t light truck chassis can be specified with all but the most powerful powerplant. Both these feature a diesel particulate filter and there is no need for urea-based additives like AdBlue.
Service intervals have been increased from 18,500 to 25,000 miles and a Stop-Start system can now be specified from the options list to reduce running costs further. It works in conjunction with the Duonic or optional manual transmission.
New 3.5t Canters come with independent coil-spring front suspension, disc brakes are fitted all-round and an exhaust brake is fitted as standard. There’s the option of ESP, but the bad news is that it’s not available on 3.5-tonners; a real bummer.Canter remains a forward-control design, meaning that the cab sits atop the engine and has to be tilted forwards to gain access. In practice this presents no problems as the lever-based mechanism is simple to operate and the cab itself is counterweighted appropriately so that it’s a one-person operation.
Back at the business end it’s also all-new. Canter’s ladder frame chassis has uniform pre-drilled holes to make the lives of bodybuilders easier and there’s a choice of six wheelbases — 2,500, 2,800, 3,400, 3,850, 4,300 and 4,750mm. All but the two longest are available at 3.5t and gross payloads have increased by up to 85kg compared to the predecessors. The total permissible gross axle loads for the 3.5t Canter is 4.4 tonnes.
Cab Comfort
The narrow Standard cab is not sold in the UK so the choice is either three-seater Comfort or six-seater Comfort Crew Cab. Externally it’s gained a new front-end treatment to bring it in line with other Fuso trucks and the interior has been completely re-worked. A re-designed dashboard houses a new instrument binnacle which features a multifunctional display. This provides information such as time and distance travelled, and includes a trip computer to calculate fuel consumption, a display showing the transmission gear currently engaged, one for particulate filter status and a warning lamp for fuel level.
Storage areas have increased in number. The central dash contains two DIN-sized slots, a lidded bin and a pull-out dual drinks-holder while underneath there’s an area for documents next to a compartment for a mobile phone. Ceiling boxes, door bins and stowage facilities behind and between the seats complete the picture.
Cross-cab access has improved and all the seats, including the standard passenger two-seater, have integral head restraints. The driver’s seat comes with lumbar adjustment.
On the Road
As with all cab-over-engine designs it’s a bit of a climb into the cab, but the provision of a low step and a grab handle negate any problems. The driving position remains truck-like with the steering wheel erring towards the horizontal, rather than vertical, despite adjustment, but it’s far from uncomfortable.We took two dropside Canters — one a 3,400mm wheelbase 150hp, the other a 130hp/2,500mm — on the test routes around Ludwigsburg in Southern Germany — and what really impressed was the all-round vision, the engines and the new gearbox; and what a difference the independent front suspension has made to the ride quality and handling.
The front-end is now much better controlled with less ‘bouncing’ and reduced nose-diving under braking. This transfers to the handling with greater steering feel and response. Standard fitment twin wheels at the back endow good stability and traction, but why not the option of having ESP on 3.5-tonners? The traction control element alone would make it worthwhile.Sourced from Fiat Powertrain the engines are sweet with bags of torque and work in perfect harmony with the Duonic transmission, which is a doddle to use. Combined with the Stop/Start system, which re-starts the engine on releasing the foot brake, we cannot recommend it highly enough, especially when driving in town traffic. It may not have the sheer speed of gearchange of VW’s DSG, but Canter is a light truck, not a van.
Verdict
Fuso has to be congratulated. The new Canter is not the result of a small upgrade, it’s a complete reworking of a tried and tested concept. And bringing a twin clutch transmission, allied to a Stop/Start system, to this sector of the market is praiseworthy.
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