ATN #418

We’ve tried to make this vehicle
perform as well as, if not better,
than the diesel
Top: The complete
Hino cabs arrive
from Japan, before
they’re attached to
a chassis during
the 120-hour build
process
Above: SEA Electric
interface displays
speed, range,
charge, and power
both expended
and regenerated
as you drive
Opposite top: The
heart of an SEA300
– motor up back,
fed by battery
packs where the
motor and gearbox
would ordinarily sit;
SEA Electric battery
pack – assembled
and ready to power
a truck
president, operations – Asia Pacific,
Glen Walker explained.
TAKING A DRIVE
Before we pulled out from the factory,
with a plan to hit the Dandenong
Ranges for a strap, we were given a
rundown of the truck from the SEA
Electric team.
Getting it started is no different to
any truck, with a turn of the key but
with an unfamiliar whir as the electric
motor prepares to spin up.
The existing Hino 300 interior
remains largely unchanged, although
some of the factory gauges, such
as fuel and temperature, have been
disconnected – something we’re
told will be removed altogether from
future models.
All battery range and power use
data is displayed on the centre
infotainment screen, which can still
be switched over to radio or other
multimedia displays.
Selecting ‘drive’ is done using
the same button pad those familiar
with this truck’s Hino cousin will be
familiar with, and from there it’s just
matter of ‘go’ and ‘stop’.
Why the Dandenong Ranges?
Why not! We were only able to get
our hands on a freshly assembled
cab-chassis so, without a load on the
back, urban testing seemed no more
appropriate than a scenic drive.
The SEA-Drive Power System
ranges in output, depending on
truck configuration, from 4,500kg to
22,500kg gross vehicle mass (GVM).
But the medium wheelbase SEA
300-85 we tested produced 125kW
and 1,545Nm out of a 100kW/h
battery setup, offering an un-laden
range of up to 250km.
Tare weight on the medium
wheelbase SEA 300-85 is 3,062kg.
With a GVM rating of 7,995kg, this
allows a fairly competitive payload of
4,993kg, depending, of course, on the
body fitted.
Make no mistake, this SEA300
steers, rides and feels identical
to a Hino 300, which is hardly
shocking given the underlying
architecture used.
However, from the moment you
take off, there are two distinct
differences – acceleration and
braking.
It’s an odd feeling, really, having to
remind yourself you’re in a truck. The
acceleration is car-like, effortless
and the lack of momentary drive loss
associated with gear shifts makes
for butter-smooth power delivery.
SEA Electric didn’t set out to build
a performance vehicle and it won’t be
used as such but, by truck standards,
this sets a new benchmark in terms
of acceleration from a standstill.
Speaking of outperforming a
diesel counterpart, the regenerative
braking made up for improvements
in acceleration all while refilling the
figurative fuel tank.
Like a traditional exhaust brake,
flick the left hand stalk down and
you’ve got a two-stage regenerative
braking system.
The braking was probably the
biggest departure from combustion
engine normality when first driving
this truck, as it pulls up with
phenomenal force.
Beyond seldom having to use the
service brakes, we had to actually
accelerate up to stop signs and red
lights downhill, it was that good.
You’ve got every reason to want
to use the regenerative braking on
an electric vehicle, too, as it feeds
energy back into the batteries
- which is all displayed on the
infotainment display and becomes
quite addictive to watch.
“Under braking, a diesel doesn’t
produce more fuel; it disperses
energy by generating heat. What we
do with regenerative braking is, if the
motor is able to produce 1,500Nm of
torque back into the diff, it’s able to
58 ATN July 2021 FULLYLOADED.COM.AU