Well they run full throttle in extreme conditions in the Middle east OK, These telematic can only check things like the metal in the flow of hydraulic oil with magnetic technology or check the temperature of the trucks major components , but a basic truck will check the temp. The major problem is clutch plates sticking in torque converter transmissions or over heating engines causing head-gastric problems this can be caused by blocked radiators.

Lets see a "basic" truck run at max load , full throttle in extreme harsh Texas heat and see how long the thing lasts. You have to spec out the unit to its application reguardless of what brand it is.These extra alarm , bells and whistles are what makes a "basic" unit a functional , low cost of operation unit. Yes there are some operations that all they need are a cheap lift truck but most companies do not like to listen as to why their unit is broke down , not producing revenue. The price/ cost issue is usually moot at this point.

People are now looking at telmatics as the future of lift trucks
But do customers really want these products. These systems add costs to the truck as well as making products more difficult to repair.

Some OEMs will say that customers will benefit from this new technology but do the customers agree,Companies like Hyundai and Doosan are now selling well in all markets with a basic truck that is not over complicated and easy to maintain

Ok, here goes. I had a customoner that put an excess of 15,000 hours on a unit in less than three years. Units under full maint. 24/7 type of operation. Lease units. Swap out bottles and go. Those units were worn out. The down time for these units was and still is very low. A twenty year old unit that is down not moving product is not producing revenue for the user is just so much scrap metal in the way. The replacement units usually have been up graded from the last time the units were replaced.

It's been awhile since this thread started but I felt the need to post a reply.

It really doesn't matter which brand you buy (excluding the Chinese stuff). Most are comparable.

What isn't comparable is the service you get after purchase. If you have some knucklehead service tech taking care of your equipment your cost of ownership will be high. If you have a conscientious tech, who cares about the quality of his/her work, then your cost of ownership will be average or lower than average.

My recommendation would be do more research on the selling dealer than the brand and you come out a winner every time.

Once upon a time, Toyota sold automobiles and lfit truck in the US a very attractive pricing well below US manufacturers pricing. Once they they established a quality reputation and secured a significant market share, their pricing significantly changed. I fully realize the exchange rate, USD to yen, had some impact on that as well the anti dumping suit (on all forklift imports from Japan) in the US in the mid 1980's.

My understanding that Linde hydrostatics dominate the European market - no so much in the US - less than 5% market share after 40+ years since introduction to the US through the Baker Material Handling purchase by Linde. Saw my first Linde unit in 1972 ( painted white w/ some blue & red strips, model B80P I think, air cooled engine, 8000 lb. pneumatic, big enough to land an air craft on the counterweight). No doubt there are significant difference in how US tax laws, accounting principles, etc widely differ than those in Europe plus no matter how high a barrel of oil goes, fuel (gasoline, diesel, propane) is still much cheaper in the US.

On another point Toyota selling hydrostatic trucks for the same price as torque converter might be working. In 2013 - 2014 Toyota seen their turnover grow by 747 mill, while in the same time KION seen their turnover decreases by 65 mil making the gap at the top 1.187 billion euros.

Yes I would agree with you on this point about truck life when you look at engine transmission and hydraulics,but the chassis,ballast,steeraxle will last up to 20 years. Now when tries wear out you dont change the hole truck you just change the worn out parts. So why not do the same and lower cost.

Just of few comment on you insite
1. Most people will agree the average economical life span of a truck is 10-12,000 operating hours - just do some Google research - there are some good articles that validate this point. At an average useage rate of 1600 operating hours per year (single shift operation) that equates to 6.25 -7.5 years.
2. In the US it is most common that the leasing company is on the hook for the residual value at the lease end, unless the selling dealer wishes to guarantee the residual - most do not.
3. That makes sense but if the end user opts to release new equipment then rates stay pretty much the same depending on the interest rate change & price increases on new equipment.

I can see your point,but there are a couple of problems with this system,


1 forklift useful live is around 21 years but because of wear to components rentals tend to be 5 years meaning 70 percent of truck life not fully utilized.eavan lower on three rentals.


2 because of residual values needing to be high the dealer is at a financial risk if use truck can't be sold for a set price.

3 on the shorter term hire the customer will pay higher prices when renewing truck everything goes up in price.

The customer likes the freedom of having less commitment to the hire companies but in the end they will pay a higher price for the service.


What would be better is a hire with no commitment that uses truck overall life better and keeps down time down

One thing you need to put into your thought pattern is that in North America a very popular way to acquire the use of new equipment is through the fair market value lease w/ the 5 years lease the most common and Toyota made the 3 year FMV lease very popular with great montly rates that competition had a hard time meeting. At the end of the term the customers turn in the equipment & it is sold in the second hand market and the customer get new equipment. So why would users want to incur higher monthly lease payments for a more expensive equipment that will last for ions. All they want is equipment that will perform well, safely & reliably during the lease period.
The second hand market buyer is price sensitive & is commonly a low hour use application.
Once upon a time, when I was a much less experience person than I am now & fresh out of the university, it was very common that the buyer of new equipment would keep a forklift 10 years on the average and usually was a cash buyer. But Clark introduced & promote the concept of 'financial" merchandising to the lift truck industry and soon Hyster (the #2 player at the time) followed, then other jumped into the program.

Is this mainly in European market,people in North America seem either not to like them or don't like the higher price that some manufacturers charge.If TOYOTA are to charge same price for both types of trucks then more customers in North America might buy them

One of the reasons Toyota now offers a hydrostatic option is due to more & more of there customers wanting it.

Customer feedback & satisfaction are king in this business.

I think the people at Casab developed this truck. Yes it will effect other manufacturers who charge premiums for Hydra static , it must why pay premiums when Toyota doesn't charge one

Is this just the system Cesab has been using? Guess that would make sense. I saw advertised some were that Toyota power-shift and hydra-static are the same price. Will this affect the Germans manufactures sales. They mostly do hydra-static but they charge a premium for it.

Correct, Bosch Rexroth for the Toyota hydrostatic.

The braking system of hydrostatic trucks allow for no roll back on gradients the hydrostatic also allow change of direction with out stopping. Toyota use Rexroth

How does the Yale-Hyster product compare to hydrastatic trucks with is transmission braking?

What system does Toyota use for its hydrastatic?

They must meet the emissions stranded how im not sure but to sell in Europe they have to meet these standereds.

There migh be a lower standard to alow this like suggested in another post.I know in Asia Middle East and Africa emissions are lower at tier ii and iii. I thought European standards were higher level but to be able to sell you must prove you meet standards

A bit off topic, but how can the Chinese built forklift get away with, for example a Nissan K21 engine with standard Impco vaporiser and no CAT. When everyone else uses fuel injection and ECU with CAT or CAT as option.

How do they meet emissions regulations?