Hino is a Japanese company that dates back to 1910. They are a producer of Diesel powered trucks with distribution worldwide.  Today Hino is a subsidiary of Toyota Motor Corp with dealerships across the globe. In the late 80s US Marine marinized select Hino Industrial engines for placement as an option in the 32xx line of Motor Yachts. Three versions of the Diesel were available from 1985-1995. All are 4 cylinder four stroke mechanically injected diesels.  The marinization included the development of a cast aluminum manifold/heat exchanger affectionately termed the ManiCooler by Bayliner Motor Yacht enthusiasts. The use of Aluminum greatly reduces the weights of the engine.  Much like the Cooler developed by Yanmar, the US Marine version features brass/copper tube bundles that carry raw water through the cast aluminum casing to cool the engine.  Some predicted mass failures due to the use of dissimilar metals and galvanic corrosion (see http://www.yachtsurvey.com/diesel_engines.htm  ). The US Marine ManiCooler uses no bonding or zinc system. But after nearly 20 years of production use failures do exist, but are rare. I personally have had my ManiCooler’s apart and noted zero pitting or internal corrosion after 21 years of use. The key to mainicooler longevity is to change the coolant every season. Replacement ManiCooler casting for the 4 cylinder Hino Diesel run at about $2,200 per engine.  The flowing chart details the different 4 cylinder Hino Diesel:

Bayliner 32xx Model Year

Engine Model


Horse Power




244.6 ci


Naturally Aspirated



234.2 ci


Turbo  charged



234.2 ci


Tuned Fuel Pump


Performance figures very boat to boat based upon weight, installation of hardtops, underhulls, and basic loading of the vessel, Prop condition and size, but use the following as a guide line @ 3000 RPM Max Speed.

Bayliner 32xx Model Year

Engine Model

Cruise NM/Gal

Cruise Speed Knots    2400-2700 RPM       

Max Speed (Knots)    2900-3000 RPM








1.4 – 1.6





1.2 – 1.4




The US Maine marinized Hino Diesel is a very reliable, economical and easy to maintain power option. This is a bold statement, but the source of this statement comes from the user community, the owners of these diesel powered yachts for the past 20 years. I have heard mechanics say “Stay away”, but after learning they had little knowledge of these diesels, I dismissed their comments. See my pros and cons list below if undecided on a Gas or Diesel 32xx. But be advised there are many opinions on the subject of Gas vs Diesel. The answer changes based upon what your boating goals are. In other words, how fast do you want to go, what kind of range do you need, how many hours a year do you use your boat, etc. Anyway here is some food for thought:

Diesel Pros

Diesel Cons

Simple Design – Easy to work on

Noisy – More than a v8, quieter then some diesels

100% Mechanical – No worry about moisture , sparks, etc... 

Vibration at low rpm – Some are bad at idle can be fixed by installing late model engine mounts

Very Fuel Efficient – Cheap to operate

Parts Availability – All Non-Marinized parts are available at Hino Truck dealers nationwide. There is one US Importer for marinized parts with next day delivery available. www.northharbordiesel.com

Reliable – Always start

Slower then a v8 Gas powered 32xx boat

Less Maintenance

If not properly maintaned, can smoke and exhaust gasses can be smelly

Much Greater Life Span

Fuel must be clean, Diesels will not run with dirty fuel

Nothing Sounds as "Cool" as a Turbo Charged Diesel at 2700 rpms

Parts can be More Expensive

Fuel is not Explosive
Higher Re-Sale Value



Fuel Economy: The following numbers are what I observe on my 3270 with 135HP Hinos. These are for both engines.


Knots Gal Per Hr KnMiles per Gal Range (10% reserve)
7.2 2.3 3.13 563.48
10 5.2 1.92 346.15
11 7 1.57 282.86
12 7.4 1.62 291.89
14 8.4 1.67 300.00
16 12 1.33 240.00
17 13.6 1.25 225.00
18 14.4 1.32 237.50 (WOT 2950rpm)


Notes: 2/3 Fuel (approx. 130 Gallons) 1/2 water. 400lb Genny, Full flybridge enclosure, dingy on swim step, mimimum gear. Conditions: 4-5 Knot winds, little swell. Method: Floscan fuel flow meters.


13.7 - 14 knots at 2500 RPM is the sweat spot for me.