Well actually, it’s something of a two-pronged attack from the Triple Diamonds, as the Canter launch itself was only part of the picture.

It seems Mitsubishi has been doing some work on the hybrid engine front, but unlike chief proponents of hybrid technology, Toyota and Honda, Mitsubishi has focused its hybrid research in the commercial sector.

Mitsubishi Fuso Truck and Bus Corporation - MFTBC – is the driving force behind the hybrid light commercial.

MFTBC spun off from Mitsubishi Motors back in 2003 and at present, it is a shared organisation with 85% shareholding held by Daimler Chrysler and the remaining 15% held by Mitsubishi.

This situation is not likely to change either, as MFTBC Senior Vice President and general manager of international sales and service Bert van Dijk stressed to the assembled journalists at the Taupo launch. "We weren’t really looking for Daimler Chrysler to be the bigger shareholder," says van Dijk, "but we are happy with the arrangement as it stands. As far as branding goes, Fuso is our brand and the triple Diamond badge will always be part of that brand. We are a Japanese company and that is the way it will stay."

Having said that, the Daimler Chrysler connection has been a key component for MFTBC with the two companies – DC and Mitsubishi - able to work with each other’s strengths.

And the result of those strengths can be seen in the 7th generation of the Canter range.

However, this story is more concerned with an esoteric little item to come from the Canter line up - the diesel electric hybrid.

This clever light commercial is not actually available here yet, in fact, it is due to go on sale in Japan in early 2006.

While Europe has seen the Eco Hybrid Canter, New Zealand is the country where Bert van Dijk feels the hybrid will really "get a push along" in terms of market acceptance.

The regulations governing vehicles like the Canter hybrid are most compatible between New Zealand and Japan, which in part explains why we have seen this vehicle as early as we have.

In his opening address, Bert recognised New Zealand as a valuable market for MFTBC, which – while flattering - is odd, given that we share similar sales figures with Greece, and they ain’t so high – but it was at Bert’s insistence that the Eco Hybrid was flown to New Zealand for evaluation before it went anywhere else.

And the result of the big experiment - what did we think?

Well, Mitsubishi dealers and selected customers were mightily impressed with the hybrid, as was Motor Equipment News.

Hybrid technology is not uncharted territory for this magazine – we have done some miles in both the Prius and the Civic hybrid and so, had a fair idea of what to expect.

We can say that both the petrol electric passenger cars seem to have a little more refinement in their systems than does the diesel, but then there is also a significant difference in the applications, and trucks are typically not as sophisticated as passenger cars.

Having said that, the new Canter range does offer air conditioning as standard, along with ABS brakes, stereo/CD players, driver’s airbag and a conventional hand brake alongside the driver seat. MTFBC looks to be heading down the right track as far as cabin sophistication goes anyway.

And we can appreciate the challenges Fuso faced with the design and execution of a contemporary diesel electric hybrid. To give credit where it is due, for a first time out – this is a damn good go.

The Eco-hybrid is what we call a Parallel hybrid system, as opposed to a Serial hybrid.

It uses a lightweight, three-litre, turbo-charged diesel, directly linked through an automatic transmission with an ultra-thin electric motor/generator which is in turn, hooked into an inverter to charge a Lithium-Ion battery.

The finer points of the diesel engine include the fact that it is a common rail diesel equipped with a continuously regenerating. Diesel particulate ceramic filter (DPF) with a pre-catalytic converter, in addition to twin catalytic converters before and after the DPF.

The diesel is linked to the drivetrain via a double clutch, which allows it to be isolated from the drivetrain as required.

During takeoff for example, the electric motor does all the work and the diesel is not actually required at all, so the clutch system keeps it – the diesel – from engaging the drivetrain.

Under heavier acceleration however, the clutch disengages and allows the diesel to come onboard, thus powering the drive ‘in parallel’ with the electric motor.

At cruising speeds, the electric motor cuts out, allowing it to function as a generator whenever the vehicle’s brakes are applied.

It redirects the vehicle’s kinetic energy and transfers it into the battery, in preparation for the next electric motor start off.

Additionally, a key element of the hybrid is the Idle Stop function, which shuts down both engines when the vehicle is at idle and the gear in neutral. Simply dropping the vehicle in drive restarts the electric engine, allowing the vehicle to move.

So much for the witchcraft of how it all works – what are the advantages?

MFTBC – or Fuso, as MFTBC prefers to be recognised – claims the hybrid is responsible for 30% fuel savings during urban – stop/start – driving and about 10% savings on the open road.

That’s not bad and offsets the approximate 30% premium the diesel hybrid technology is likely to cost.

In addition, the parallel hybrid system gives up 60% reduction in exhaust emissions.

The other significant advantage is that the Eco Hybrid is actually very quiet. With takeoff provided by the electric motor, there’s no heavy duty diesel idling which drivers and domestic residents will appreciate.

And while the engine technology is the most media worthy, the eco hybrid has another ace in the deck in the form of the INOMAT II transmission.

We don’t, as yet, have this transmission in the conventional Canters. It’s described as a mechanical automatic and it is particularly useful in the hybrid.

INOMAT II has a characteristic shifter placement, in that it uses a dash mount, not unlike the Airtrek SUV.

The shifter is actually on the same level as the steering wheel, thus it is convenient and easy for the driver to operate.

We have yet to see INOMAT II transmissions, but it is likely that they will appear on other Canters in the near future.

Unlike the passenger hybrids we have driven, there are no distractions on the dash to tell you where the power is coming from or going to, and let’s face it, do we really need to know?

It might well be that the eco hybrid sets a new standard for conventionality in the world of the hybrid vehicle.

One thing is certain however, from Fuso, we can expect to see more concentration on improving hybrid technology first.

The company has looked at the idea of fuel cells and determined that fuel cells are at least 20 years away, which explains the company’s focus on diesel electric hybrid.