Equipment & Tech Archives

Used Class 8 retail sales slowed for 2nd straight month in April

John Worthen - May 30, 2024

COLUMBUS, Ind. — Previously owned Peterbilts, Kenworths, Volvos and Macks — or any other brand of Class 8 tractor for that matter — have been priced slightly lower lately. All told, those new-to-you rigs have been selling for almost 2% less. According to the latest State of the Industry: U.S. Classes 3-8 Used Trucks by ACT Research, the used Class 8 average retail sale price slid 1.9% month-over-month to $58,900 in April. “On a year-over-year basis, used retail prices were 17% lower,” said Steve Tam, vice president at ACT Research. “In our most recent update, pricing pressure abated moderately from Q4’23 to Q1’24. Prices are expected to remain relatively stable through most of 2024, transitioning to year-over-year growth in late Q3 or early Q4. Sequential growth most likely will take place at the end of 2024.” Regarding volumes, Tam explained that same dealer Class 8 retail truck sales slowed for a second straight month in April. “The 5.6% drop was less than the seasonal decline indicated by history,” he said. “April typically falls 10 percentage points from March, to about one percentage point below average.” Tam said that wholesale activity contracted by a much greater amount, down 30% month-over-month. “Predictably for the first month of the quarter, auction sales paled at -48% month-over-month,” he said. “Combined, the total market same dealer sales volume shrank 30% month-over-month in April.”

Not all truckers drive Class 8s: Chassis cabs, other smaller trucks are hot right now

Cliff Abbott - May 29, 2024

LITTLE ROCK, Ark. — Trucking is an industry that offers a huge variety of opportunities for drivers, but it’s often assumed that “trucker” is a term reserved for only those who drive Class 8 rigs over the road (OTR). Many drivers, however, move on from their OTR positions to opportunities that allow them to be home more or even get into business ownership at a reduced cost. Some of those drivers end up with work vehicles that fall into the Class 1 to Class 7 categories. Commercial Truck Trader has been helping new and existing businesses find the equipment they need for many years. Charles Bowles, trader director of commercial vehicle OEM and strategic initiatives at Commercial Truck Trader, knows the joys and frustrations of helping new trucking businesses get started. He’s seen the impact of COVID and of economic booms and busts on all sorts of industries. “Last year was a good year for vocational trucks, what some people call straight trucks,” Bowles said. “There was a dearth of supply which really had far-reaching effects across the whole ecosystem.” He went on to describe the issues of body manufacturers, who often buy trucks with a cab and bare chassis and mount their own manufactured body types to them. Some get box bodies, some dump or tank or flat. In fact, just about any configuration you’d find on a Class 8 trailer you can find on a smaller truck. Just as in the Class 8 market, body manufacturers experienced difficulty obtaining new trucks. The way builds were prioritized had an impact, too. “One of the things that was particularly challenging is they would prioritize build outs of the higher margin indices in the lower classes of SUVs and pickup trucks,” Bowles said. “Because, you know, they had a high price point they had a high margin associated with them.” While businesses searching for a small utility truck or box truck found them difficult to locate, luxury custom pickup trucks and SUVs were plentiful because they were easier to sell and more profitable. Today, the landscape has changed. Inventories are growing as fewer buyers are found. The same economic pressures that impact the OTR segment of trucking are hitting the smaller local and regional businesses, too. That puts pressure on the body manufacturers because the truck builders are allocating trucks to the types that are selling. “Nobody’s happy with the scrutiny of builders. They will not continue to allocate to a dealer who has similar stock on his lot for a long period of time,” Bowles remarked. “They want that product to move.” Moving vehicular product is very dependent on the availability of financing, and that’s another issue facing buyers. “Regardless of the class of vehicle, we’re seeing the price of money; it’s so expensive right now,” Bowles said. “Interest rates are high and credit requirements have really tightened.” One strong area that is attracting more buyers is the “final mile” segment of the trucking industry. The proliferation of online retailers has caused a massive increase in package delivery, and vehicles from cargo vans to small box trucks are being purchased for local and regional delivery services. On the other side of the coin, construction vehicles — from pickup trucks to larger vehicles — aren’t selling. That’s a surprise, considering the amount of government money earmarked for infrastructure projects. Overall, Bowles says, the vehicles in Classes 1-3 are very slow. “That’s an expense that, if someone postpones, it’s generally an indication of something underlying that is making affordability an issue,” Bowles explained. “When we see spot rates drop, we know for a fact that there’s less freight.” That decline in freight impacts more than the trucking industry. Reduced manufacturing means fewer employees being paid and less overtime money to spend. Reduced business for local companies means less revenue to spend on new equipment. All of it is a function of the economy. Bowles and his team has diagnostic tools available that help them understand the market and what buyers want — and don’t want. One report, vehicle detail page views, helps them judge interest in a particular type of vehicle. Interested buyers click on listings to see more information about each vehicle. When they don’t click, they aren’t serious about buying. For now, Bowles says that dump trucks and “chassis cabs,” or trucks with cabs and bare frames, are very popular. “People are still looking like crazy and can’t find them,” he said. “For tow trucks and wreckers, its about the same. Where Bowles is seeing declining interest is in electric vehicles (EVs). New government emissions and greenhouse gas mandates require more emphasis on EVs in coming years, but buyer interest is waning. “It appears that the early adopters have adopted,” he said. “They would be like the large delivery fleets that have the financial wherewithal to try some of the new technology.” Smaller businesses with less capacity for experimentation may be wary of investing in EVs, Bowles added. “We’re seeing growth in sales, but that growth is flattened,” he said. “Now, it’s just a tiny growth line, and I don’t know if that’s going to change any time soon.” Bowles explained that buyers still have “range anxiety,” and they’re concerned about charging infrastructure as well. Residual sales values play a role, too. In short, would-be buyers aren’t confident EVs can cover the miles, find charging stations and retain any value when the time comes to sell. He pointed out that manufacturers are now standardizing charger types so that more vehicles can use each station and more stations are being built, but it takes time. In 2023, U.S. Class 8 sales totaled 266,752 according to Wards Intelligence. That number represents a fraction of total truck sales, however. Auto manufacturers also sell Classes 1-7 trucks, and familiar Class 8 names often sell trucks in classes 5-7, along with foreign competitors such as Hino and Isuzu. Trucks of all classes can be found at Commercial Truck Trader. A total of 53,156 Class 7 (26,001-33,000 pound) trucks were sold last year, along with 77,994 Class 6 (19,501-26,000 pound) trucks. Class 5 (16,001-19,500 pound) numbered 83,374. Smaller trucks may not always garner the pride and prestige of those lumbering tractor-trailers, but their drivers prove that hard work and dedication comes in trucks of all sizes.

Survey says: Replacing aging fleet inventory becoming bigger issue

Bruce Guthrie - May 29, 2024

LAS VEGAS — According to the results of an industry-wide survey by Fleet Advantage, replacing older trucks is viewed as a significant issue for fleets. The company offers specialty financing, fleet data analytics, fleet management services and life cycle cost management. The survey was designed to take the pulse on fleets’ life cycle strategies and determine how many fleets are aware of the anticipated CARB prebuy mandate, as well as their anticipated plans for equipment acquisition over the next few years. The results were revealed at this year’s Advanced Clean Transportation (ACT) Expo, held May 20-23 in Las Vegas. The results show that truck procurement and life cycle management continue to be significant topics within the transportation fleet industry, “especially given all the focus on the CARB mandate, which is expected to result in the largest truck prebuy ever leading up to 2027, beginning in 2025 into 2026, with the cost of diesel trucks increasing between $25,000 and $30,000 more per unit.” Because aging inventory has been a significant issue, more than 3,000 transportation fleet executives were asked to participate in the survey between April 29 and May 10, 2024. A majority of respondents (71%) say they’re operating trucks that are more than five years old. When asked how many trucks in their fleet are model year 2019 or older, more than half (62%) said as many as 50 trucks in their fleet fall into this “higher aged” category. That’s a significant jump from last year’s 37%. Twenty-three percent said they are either unaware of the CARB mandate, or are still unsure about it. Despite most admitting they are running a longer life cycle with the need to replace trucks, 68% are aware that the CARB mandate will result in escalated truck prebuy activity leading up to 2027. Even though the majority say they are running a five-year-or-more life cycle, 68% also admit they feel it is necessary to replace as much as 50% of their fleet over the next two to three years, which means they are now looking to shorten their life cycle. When asked what percent of their fleet they are actually planning to replace, approximately three-fourths of respondents said they actually plan to replace as much as half of their fleet over the next two to three years. While 36% said they have a CARB prebuy procurement plan in place, nearly half (44%) said they either do not have a plan or are unsure if their organization has a plan. Fleet Advantage called this is an “alarming revelation that illustrates many fleets are unprepared and could face dire financial consequences in the coming years.” What procurement trends can be expected over the next few years? Fifty-seven percent of fleets said they plan to strategically procure trucks in a methodical manner replacing aging vehicles to ensure they are constantly refreshing equipment without overpaying for all new trucks all at once, according to the survey. Nearly 20% of fleets said they will make no change to their replacement cycle, as they will procure trucks no matter the additional CARB prebuy cost. Furthermore, when Fleet Advantage asked if there are concerns about the affect CARB may have on truck pricing. Twenty-three percent of fleets said they will just keep the existing trucks they have for a little longer through the next few years, according to the survey. “It’s imperative for fleets to understand the significant implications of the anticipated CARB mandate,” said Brian Antonellis, senior vice President of fleet operations for Fleet Advantage. “Educating fleets about the effects this will have on their procurement plans and their bottom line is important, but it is certainly not enough,” he continued. “Organizations must harness the power of data technology and analytics to establish a modernization plan that prioritizes a multi-year procurement approach. By maximizing total cost of ownership, we not only adapt to regulatory changes but also drive efficiency and sustainability forward, ensuring a smoother journey toward a greener tomorrow and more efficient operations.”

Truck sales are slowing — but not enough to bring equilibrium to the freight market

Cliff Abbott - May 28, 2024

In a market where freight rates are suppressed because there are too many available trucks, the trucking industry is responding by (you guessed it!) buying more trucks. Even though truck sales numbers are actually declining somewhat, the oversupply condition is still in play as truck owners attempt to wait out the hard times. In April, OEMs reported sales of 19,798 new Class 8 trucks, according to data received from Wards Intelligence. That’s an increase of just 140 trucks (0.7%) from March numbers, and it represents a 20.3% decline from sales in April 2023. Still, the number represents thousands more trucks than carriers need to replace their old equipment. “We think U.S. tractor replacement is around 11,500 units to 12,000 units,” explained Kenny Vieth, president and senior analyst at ACT Research. “In two months, we’ve done 14,600 and 14,400,” he continued. “A year ago in March and April, we did 19,800 and 18,300. So, we are making progress, but we think the Class 8 U.S. tractor population is going to continue to grow at least through May on strong sales.” Vieth believes the slowdown is not happening quickly enough. “We are seeing a slowdown in in U.S. tractor retail sales, but we’re still not seeing a slow enough slowdown in US tractor retail sales,” Vieth explained. He thinks private fleets are responsible for the continued momentum in tractor sales. “Private fleets have been continuing to add capacity into a disastrous for-hire market, or they’re exacerbating a soft freight environment because they’re taking loads out of the for-hire market,” he said. “And that seems to be unchanged.” Because private fleets haul mostly their own products, rather than “taking” freight from the for-hire carriers they may simply not be offering as many loads to brokers as they were a couple of years ago. Some, however, use the spot market for backhaul loads or even to keep their fleets busy until production picks up. Many of the companies that have private fleets got burned in the freight frenzy of 2021 and 2022. Carriers, busy hauling freight from the spot market at record rates, offered fewer trucks to their dedicated customers. Competition for trucks was intense on load boards and at brokerages, and manufacturers paid dearly to have their product hauled — if they could find a carrier to haul it at all. In response, manufacturers increased the size of their own private fleets. “CEOs were saying, ‘You know, we need to add some capacity to our fleet to make sure that we don’t get caught out again,’” Vieth said. “I think a lot of private fleets all came to this same decision: The CEO greenlighted capacity expansion, in the middle of the freight recession in 2023.” Another potential reason for strong Class 8 sales is the stronger emissions standards the Environmental Protection Agency has scheduled to roll out in 2027. Unsure of how the new technology will impact fuel mileage and truck reliability — and to avoid the expected $30,000 per truck price increase — carriers are expected to buy extra trucks in the years prior to the 2027 model year. Pre-buying will increase in the 2025 and 2026 model years, but some could already be happening. Orders for new Class 8 trucks declined in April but ran ahead of orders from a year ago for the third time in 2024. According to FTR Transportation Intelligence, 14,000 new Class 8 trucks were ordered in April. That’s a drop of 28% from March orders — but still 12.5% higher than April 2023. “The persistent stagnation in the freight markets has not deterred fleets from being willing to order new equipment,” said Dan Moyer, FTR’s senior analyst for commercial vehicles. “Order levels were below the historical average but remain in line with seasonal trends, and we still expect a replacement level of output by the end of 2024.” On the used truck side of the Class 8 market, ACT analysts reported that sales fell 6% in April from March numbers and were down 4% from April 2023 figures. The good news for buyers is that, on the average, used truck prices were down 3% from March and a full 20% from April a year ago. The age and mileage of the average used Class 8 truck both fell in April, too. The issue many buyers will face in buying trucks is that interest rates have risen dramatically. Those who can afford the payments will need to deal with tightened credit requirements, too. Lenders, still reeling from defaults and repossessions during the buying periods in 2021 and 2022, are more wary of extending credit. The individual truck manufacturers experienced a mixed month. Freightliner’s 6,483 Class 8 trucks sold led the market but was down 10.1% from March. The company held 39.4% of the new Class 8 market as of April 2023, but this year it’s fallen to 37.1%. Freightliner’s Western Star may be at the other end of the sales spectrum, but it’s increased its April sales to 889 — a 10.3% increase over March and a nice 45.7% climb over April 2023 numbers. The company has increased its share of the Class 8 market from 2.5% as of last April to 4.5% this year. Navistar’s International brand has gone in the opposite direction. April sales of 1,938 were just 0.4% lower than March sales — but a whopping 53.3% behind sales in April 2023. For the year to date, the company is nearly 4,900 trucks behind its 2023 pace for a decline of 39.2%. Navistar has seen its share of the market fall from 14.2% to 10%. Volvo has taken advantage of International’s drop in sales, with Volvo beating Navistar with a 10.1% share of the Class 8 market; that’s up from 9.8% at the same point of last year. Volvo’s April sales of 2,037 were 1% better than March but 11.9% lower than April 2023. Volvo sibling Mack gained 10.7% in April with sales of 1,536 but was 11.1% behind April 2023 sales. The company currently holds 6.5% of the 2023 market. Kenworth edged out sibling Peterbilt in April, selling 3,581 trucks for a 14% increase over March and a 6.6% increase over April 2023, good for 15.9% of the 2023 market. Peterbilt’s 3,319 sold was up 5.7% over March but down 3.3% from April 2023. The companies each hold 15.9% of the 2024 Class 8 market. Only time will tell if this year’s decline in sales numbers will be enough to bring a balance between capacity and available freight to a depressed freight market.

Challenge accepted: Peters wins NationaLease’s annual competition

Bruce Guthrie - May 28, 2024

DENVER — It was not his first Tech Challenge. Brian Peters, from Salem NationaLease out of Conover, North Carolina, has won the 14th Annual NationaLease Tech Challenge, after being a multi-time Regional winner. The heralded award was presented to Peters at the May 2024 NationaLease Maintenance Managers Meeting at the Sheraton Denver Downtown Hotel in Colorado. NationaLease, is one of the largest full-service truck leasing organizations in North America Tech Challenge participants hailed from NationaLease’s full-service truck leasing companies across the United States and Canada. The competition is extensive, beginning with a 100 multiple-choice question exam. From there, the leading techs from nine regions compete in the hands-on competition, which is held at Aim NationaLease’s truck maintenance shop before the Maintenance Managers Meeting. This year, in addition to the nine regional winners, the second highest scoring tech also advanced, allowing 10 technicians to compete in the hands-on competition. Peters began his career in the business by following in his dad’s footsteps, who was a diesel technician for 47 years. Peters graduated from Nashville Auto-Diesel College in 2005, then started at Catawba Rental Company, Inc. a NationaLease Member after graduating. In 2012, he joined Salem NationaLease. Peters is a familiar face from previous NationaLease Tech Challenge competitions — he placed as a Regional Winner in 2014, 2015, 2019, 2020 and 2021, was second runner-up overall in 2014, was first runner-up overall in 2019 and was second runner-up overall again in 2021. He was also North Carolina State Top Tech in 2022 and 2023, and he finished in the Top 10 at the TMCSuperTech in 2023. Joining Peters are first runner-up Wade Murphy-Price from Airoldi Brothers NationaLease and second runner-up Keran Valji from VEL NationaLease. All three will represent the NationaLease organization at the upcoming TMC Annual SuperTech Competition, scheduled for later this year. The remaining seven of the 10 Tech Challenge finalists were: Region 1: Jason Stiles, VEL NationaLease; Region 2: Stewart Kitchin, Ballard Truck Leasing, a NationaLease Member; Region 3: Scott Bosnyak, Aim NationaLease; Region 5: Carl Diehl, Hogan Truck Leasing Inc., a NationaLease Member; Region 6: Erien White, Transervice Leasing, a NationaLease Member; Region 8: Kyle Dillard, Hogan Truck Leasing Inc., a NationaLease Member; and Region 9: John Norwood, Aim NationaLease. “The talent and initiative on display during the Tech Challenge was truly amazing and we congratulate Brian for winning the top spot in a fierce competition,” said Jane Clark, senior vice president of operations at NationaLease. “These individuals are the backbone of our industry and ensure the highest level of care and quality is provided so our trucks operate safely on roads all across North America.” For the first time, NationaLease also announced the individual station winners: Air System & ABS: Wade Murphy-Price, Airoldi Brothers NationaLease. Lubricants and Filters: Scott Bosnyak, Aim NationaLease; Brian Peters, Salem NationaLease; Carl Diehl, Hogan Truck Leasing Inc., a NationaLease Member; and Erien White, Transervice Leasing, a NationaLease Member. Fasteners/Wire: Carl Diehl, Hogan Truck Leasing Inc., a NationaLease Member. Fan Hub-Start and Charge: Brian Peters, Salem NationaLease. Tires/Wheel Mount: Brian Peters, Salem NationaLease. Engine Electronics and Mechanical: Brian Peters, Salem NationaLease. Wheel End and Foundation Brakes: Scott Bosnyak, Aim NationaLease, and John Norwood, Aim NationaLease. Detroit Mechanical: Keran Valji, VEL NationaLease. Electrical: John Norwood, Aim NationaLease. Cab Controls: Erien White, Transervice Leasing, a NationaLease Member.

Bendix honors employees through KPS awards program

Bruce Guthrie - May 28, 2024

AVON, Ohio — It’s time to recognize a few stars. Recently, Bendix Commercial Vehicle Systems LLC employees from across North America came together to recognize those who are helping improve the workplace in a variety of ways, including safety, environmental conditions, production quality and manufacturing efficiency. The honorees gathered in Bowling Green, Kentucky, home of the company’s wheel-end manufacturing operation. Winners in the annual award program, who were deemed to embody the company’s commitment to drive improvements in its operation, represented Bendix facilities in Acuña, Mexico; Avon, Ohio; Bowling Green; Hanover, Pennsylvania, where Bendix subsidiary R.H. Sheppard Co. Inc. operates; Huntington, Indiana; and Monterrey, Mexico. Bendix honored three groups and 22 individuals for their commitment to continuous improvement in 2023 as part of the company’s Knorr Production System (KPS). “In addition to their dedication to continuous improvement, these team members personify Bendix’s all-encompassing drive to help improve commercial vehicle and highway safety,” a release stated. This year marked the 11th installment of the annual recognition program, which has expanded in scope to honor more employees and their devotion to continuously improving Bendix’s work environment at all levels. KPS award categories consisted of Safety STARS (Safety Top Achievement Recognition System), Environmental, Best Quick Kaizen, Most Quick Kaizens and KPS Outstanding Contributor. “We launched KPS at Bendix in 2012 to pursue a shared vision, embracing a ‘one-plant approach’ to steer us toward operational excellence,” said Piotr Sroka, Bendix CEO, president and COO. “Since then, countless individuals have dedicated themselves to the vision, bringing forth their talents, ideas and hard work to ensure our collective safety and enhance our environment, processes, workstations and production lines. The recognition program is a special way to celebrate the people who lead the way. They bring the KPS spirit to life and help motivate everyone as we build momentum for the future.” The release also noted that “a key aspect of the KPS philosophy is encouraging and empowering employees to recognize potential problems, then develop and help implement their own suggestions for quality improvements.” Bendix added in its release that these employee-driven changes are what help define a Quick Kaizen environment where people and teams proactively seek to improve manufacturing. In 2023, Bendix team members identified and implemented more than 22,000 ideas — among the highest number ever since Bendix put Quick Kaizens into operation in 2013. Of those 22,000 Quick Kaizens, Bendix implemented nearly 20,000, according to the company’s release. “The accomplishments celebrated in the KPS awards bring Bendix closer to major company safety goals such as zero injuries, climate goals like zero waste, and operational goals on quality and productivity,” said Fabio Nakai, director of operations excellence for Bendix. “Day after day, our people and our teams bring their best selves to the job in the name of continuous improvement and operational excellence.”

Driver awarded new Ex-Guard after product protects his truck, and his life, from drunk driver

Bruce Guthrie - May 27, 2024

DES MOINES, Iowa — One day in August 2023 was life-changing for Vince Fazio, an independent truck owner, when he encountered an out-of-control drunk driver. Fazio, who is based in Nevada, is an independent contractor for a carrier out of Florida. He was on one of his normal routes, traveling on Highway 93 near Wickenburg, Arizona, when the driver of a Ford F-150 truck slammed into Fazio’s truck at a speed of more than 50 mph. The driver, who was allegedly intoxicated, was the subject of an active police chase. The F-150 struck near the front fender of Fazio’s truck, which was protected by an Ex-Guard. “I honestly think I would have died if an Ex-Guard would not have been on my truck. My lower bumper was destroyed, but I lived. The guard took 95% of the impact and I have the chance to work another day,” Fazio said. “Ex-Guard prevented my truck from being totaled, saving me at least $60,000 in expenses.” After the accident, Fazio needed some time to heal from the bumps and bruises while working through challenges with his insurance carrier. Because of these setbacks, he wasn’t able to get a new Ex-Guard put on his truck. “When we saw Vince’s story and heard he wasn’t able to get a guard for his truck, we knew it was the right thing to help Vince and his family with a new Ex-Guard,” said Joel Wooten, who is head of sales for Ex-Guard. Ex-Guard connected with Chris Fjeldsted, parts sales manager at Premier Truck Group of Salt Lake City, who had a guard in stock that would fit Fazio’s truck. “We have hundreds of stories of customers that have been protected by Ex-Guard. We’re glad to be able to keep another one of our customers on the road and safe,” said Fjeldsted. The drunk driver involved in this case recently pleaded guilty, helping close this chapter of Fazio’s life. “Not only did the guard protect me, but it helped push away the F-150, keeping both vehicles from being more damaged,” Fazio said. “It does save lives!”

Could hydrogen be the future of zero-emission trucking? Research predicts leap in number of stations worldwide by 2030

Bruce Guthrie - May 24, 2024

LONDON, England — Experts say that at the end of 2023, a total of 1,068 hydrogen refueling stations (HRS) were in operation in 35 countries worldwide, as growth of hydrogen-powered transport continues. That is according to new research from Interact Analysis, a market intelligence specialist focusing on global supply chain automation. According to Interact Analalysis, global HRS expansion is expected to accelerate between 2023 and 2030, with 1,562 stations predicted to be in operation by 2025; that number is expected to leap to 6,080 stations by 2030. The Interact Analysis data shows 42% of HRS currently in operation are built to serve commercial vehicles and 36% are for passenger vehicles. Nearly three-quarters (73%) of all stations currently in operation have a refuelling capacity of no more than 500kg a day, with China and the U.S. leading the field in construction of large-scale HRS (daily capacity over 1,000 kg a day). Research also shows that, at a country level, China had the largest number of HRS in operation (359) at the end of 2023, followed by Japan (161), and South Korea (159). In Europe, Germany was the market leader for HRS at the end of last year, with 105 stations accounting for 36% of the region’s total. The United States had 76 stations in operation, 66 of them in California. However, it is important to note that the majority of the 10 stations outside California are not currently operating for public use. Future growth in the number of HRS in operation will be primarily concentrated in countries with strong automative markets. China is at the forefront of accelerating HRS construction and expected to reach a total of 2,879 stations in operation by 2030. Growth is expected to be on the horizon. Experts say there are currently numerous regional or global companies engaged across the entire HRS supply chain, with multiple investments in HRS construction from companies as owners and operators. Those with high market presence include company consortiums and industrial gas suppliers. According to market experts, a wide range of equipment vendors are also engaged in HRS system integration, with participants normally specialising in the provision of one key piece of equipment, such as refuellers, compressors or storage tanks. “With the growth of hydrogen-powered vehicles and favorable policies towards the market, we expect deployments of hydrogen stations to increase in the coming months and years,” said Alastair Hayfield, who serves as senior research director at Interact Analysis. “Fuel cell commercial vehicles are expected to hit 141,000 units in 2030, and 328,000 units globally by 2035, while further developments in hydrogen power technology in other fields of transportation fields is also likely to drive the demand for infrastructure. “However, HRS construction faces several challenges, including the need for large capital investment, high operational costs and technological challenges, with it taking as long as two to three years for a station to become operational. HRS operators must also contend with strict safety regulations and significant costs due to elevated hydrogen prices and equipment maintenance,” he concluded.

Lion Electric’s new Class 8 tractor roars onto the scene

Bruce Guthrie - May 24, 2024

LAS VEGAS — Lion Electric Co., a manufacturer specializing in zero-emission electric medium- and heavy-duty trucks and buses, unveiled the Lion8 tractor, an all-electric Class 8 commercial truck, during the Advanced Clean Transportation (ACT) Expo, held May 20-23 in Las Vegas. “The Lion8 Tractor embodies our commitment to pushing the boundaries of possibility in modern freight transportation,” said Marc Bedard, founder and CEO of Lion. “We are thrilled to introduce a vehicle that not only meets but surpasses the rigorous demands of today’s transportation needs as it sets a new standard in the EV truck market, combining performance, efficiency, and environmental sustainability. Our purpose-built electric vehicles stand as the cornerstone of our vision for a sustainable future.” The new Lion8 tractor, expected to be commercially available mid-2024, will roll out with the highest gross combination weight rating (GCWR) in the EV truck sector, at 127,000 lbs. According to a press release issued by the company, the battery capacity will amp up to 630 kWh using Lion’s Heavy-Duty battery packs, providing a range of up to 275 miles. In addition, Lion promises that charging the tractor to 80% state of charge (SOC) at maximum power can be accomplished in approximately 1.5 hours, “ensuring maximum productivity.” The rig features a 6×4 axle configuration with two integrated 2-speed eAxles, which the company says ensures optimized power distribution and efficiency.” Lion’s description notes the Class 8 tractor offers a cab-forward design, adding visibility and maneuverability. Lion’s proprietary 750V battery system and its standard Vehicle-to-Grid (V2G) compatibility, along with features advanced driver assistance systems (ADAS) and an onboard weighing system, further enhances its safety and operational efficiency, the company says. Lion Electric says the launch of the Lion8 tractor “underscores Lion’s commitment to leading the transition to zero-emission transportation with the broadest portfolio of Class 5-8 electric commercial vehicles in North America.” The manufacturer says it now has more than 2,000 vehicles in operation that have covered a combined distance of more than 25 million miles.

‘Volvo on Demand’ initiative aims to help fleets adopt Class 8 BEVs

Erica N. Guy - May 23, 2024

GREENSBORO, N.C. — In an effort to help fleets incorporate Class 8 battery electric vehicles (BEVs), Volvo Trucks North America (VTNA) and Volvo Financial Services (VFS) have launched the Volvo on Demand initiative. According to a May 20 press release, the initiative provides qualified customers with flexible term options as short as 12 months on Volvo VNR Electric trucks. The program also includes Volvo’s Gold Contract and offers the option to bundle vehicle insurance for physical damage and collision, route planning and optimization guidance, as well as consultation to find the best charging solution and incentives that might be available. “Volvo on Demand is the easiest way for customers to add a battery-electric truck to their fleet by providing the ability to test the technology and understand the requirements to operate an electric fleet without a substantial upfront investment,” said Charles Carter, vice president of services and solutions for Volvo Financial Services. “Volvo on Demand offers peace of mind to customers who are just beginning their electromobility journey, managing the unknowns and uncertainties of how to best run and scale electric trucks in their operations,” he continued. “We see this solution being exceptionally beneficial to many segments including drayage, regional haul, last mile and smaller fleets, who are tasked with delivering more sustainable transportation solutions for their customers.” According to VFS, customers who qualify for the Volvo on Demand initiative “can minimize the upfront investment associated with transitioning to battery-electric trucks and free up credit lines that can be used towards business growth.” In addition, the initiative promises a competitive mileage rate during the contract term. Customers receive a single monthly invoice that covers all selected services, charging hardware and insurance. VFS is kick-starting the Volvo on Demand program with 25 Volvo VNR Electric trucks, including twenty 6×4 tractors with the six-battery configuration and five 4×2 tractors with the four-battery configuration. The program is available in regions of the U.S. that are near Volvo Trucks Certified Electric Vehicle dealerships. There are 59 dealer locations across 31 U.S. states and Canadian provinces. “Today we have customers who’ve successfully deployed the VNR Electric and are continuing to seek ways to scale their operations to include more of these trucks,” said Jared Ruiz, regional vice president of Volvo Trucks North America. “We have a number of customers who have expressed interest in adding the VNR Electric to their operation but want to understand how it will fit within their specific applications.” Ruiz says the Volvo on Demand program allows customers to become familiar with the VNR Electric before making a large upfront investment. “With Volvo on Demand customers can get a single truck or a few trucks with portable 50 kWh chargers to gain real world experience while making plans to scale, including accounting for potential lead times on charging infrastructure installation, with flexible payment terms,” he said. “We see this program as the next evolution in scaling electromobility solutions by offering unmatched financial flexibility to our customers.”

Don’t take your fifth wheel for granted

Cliff Abbott - May 23, 2024

The photos were stark. On March 1, 2024, a chain-reaction crash on the Clark Memorial Bridge in Louisville, Kentucky, resulted in the driver of a passenger vehicle crossing the centerline and hitting a commercial semi. The tractor, which was hauling a refrigerated trailer, lost control and broke through the guardrail. The trailer was caught in the bridge’s superstructure, with about half of its length protruding through the railing. The cab of the truck, dangling above the Ohio River far below, secured only by the trailer’s kingpin connection with the tractor. The driver was rescued, the wreckage removed and the bridge reopened. There were plenty of thanks to go around — to the police and fire departments who responded, the EMT who was lowered by crane to retrieve the driver, and to others. The unsung hero in this story, however, is not a person or an emergency response agency. That hero is the 1.5-inch steel kingpin, and the tractor’s fifth wheel that gripped the kingpin, holding the cab in place until a rescue could be performed. The fifth wheel is one of the most important parts of a truck — and it’s often the most neglected. The Louisville accident was a dramatic example of the fifth-wheel’s capability. This device does much more than prevent the tractor and trailer from separating. Fifth wheels impact a tractor-trailer’s weight distribution, vehicle ride and even helps (or hinders) safe steering. Don’t skip proper fifth-wheel maintenance. Many drivers don’t give much thought to the fifth wheel on their tractor, other than to periodically slather on a blob of grease. But there’s a methodology to that process too — one that can result in equipment damage or failure if it isn’t followed. To properly lubricate a fifth wheel, the locking jaws must be open. (That’s usually the case anyway once the truck is disconnected from the trailer.) The surface of the fifth wheel, especially around the jaws, should be thoroughly cleaned before lubricating. Cracks in the steel can be hidden by grease and dirt, and the inspector might not notice them. Lubricant should be applied lightly. Spread a thin layer over the fifth-wheel surface and onto the apron. Excess grease attracts dirt, and dirt captured within the grease can act like sandpaper as the trailer grinds it downward during turns. That means extra wear and tear on the surfaces. Keep in mind that the jaws of the fifth wheel can’t be properly inspected while they’re open. You can use a pry bar or pipe to close them so they can be inspected for cracks. The jaws should also be lubricated with grease, never oil. Spread the grease by pulling the fifth wheel release handle partway out and releasing. Don’t pull it out far enough to lock the jaws open; everything should operate smoothly. Some drivers prefer to use 90-weight gear oil or even diesel fuel to lubricate the jaws. However, these substances will wear off much faster than grease and aren’t recommended by any manufacturer. While inspecting your fifth wheel, it’s important to check as many parts as you can see. The release handle should be straight, with the mounting brackets solidly bolted to the frame with no evidence of loose bolts or cracks. Rust stains around bolts can indicate loosening, so have the bolts checked for proper torque if rust is present. If the fifth wheel is adjustable, check the brackets, air lines and cylinder for cracks, leaks and other issues. Any springs that can be accessed should be checked, as well as any parts of the fifth wheel that can be accessed. Inspect the entire fifth wheel for damage caused by the kingpin striking the surface during coupling. When the tractor and trailer aren’t perfectly aligned, damage can result from the pin striking the fifth-wheel surface, the truck frame or other components. The adjustment knob on the side of the fifth wheel is a mystery to many drivers. When connected to a kingpin, there should be a small amount of play in the adjustment rod. If the adjustment rod can’t be pushed in slightly (a quarter of an inch or less), it should be checked by a technician. The adjustment rod is designed to compensate for kingpins that may be worn and aren’t their full diameter. Proper alignment can help prevent damage. As referenced earlier, it’s important to make sure the fifth wheel and the trailer kingpin are properly aligned when coupling with a trailer. The “V” shape of the slot in the fifth wheel apron will help correct side-to-side alignment issues, but not height issues. The landing gear on the trailer can be used to adjust the trailer height, or the airbags on the tractor can be released to lower the tractor. While the trailer is disconnected and the fifth wheel exposed, apply a small amount of grease, if necessary, and take a quick look for cracks or anything else that doesn’t look right. Often, drivers attempt to correct misalignment problems with horsepower, assuming that forcing the tractor back will raise the trailer and connect the jaws and kingpin. Sometimes this strategy works, but it can also cause damage to the components. The other extreme is a trailer that’s too high, causing the kingpin to ride up over the fifth wheel and possibly allowing the front of the trailer to contact the back of the cab. For that reason, it’s important to visually check alignment before fully backing under the trailer. Stop, apply the parking brakes, get out and take a look. Bring a flashlight and get under the trailer, checking to make sure the kingpin is directly in line with the jaws of the fifth wheel and that the trailer will be lifted slightly as the fifth wheel slides underneath. With the driver’s window open, back up until you hear the solid “clunk” of the fifth wheel jaws closing around the kingpin. Then put the tractor in a forward gear and perform a gentle “tug” test. Finally, take your flashlight and visually verify that the fifth wheel jaws are fully closed. It’s possible they’re only partially closed, or that they’ve closed around the wrong part of the kingpin. This could potentially result in a failure down the road. Every driver depends on the fifth wheel for safety and performance. Don’t leave it to chance — instead, regularly inspect and lube this critical device.

Trailer orders still on the upswing, ACT says

Bruce Guthrie - May 23, 2024

COLUMBUS, Ind. — Research shows that April trailer net orders were more than 21% higher, but stood a mere 100 units above March’s intake. This brings the first trimester net order activity to 62,100 units, 22% lower than the first four months of 2023, with its faster paced order environment, pent-up demand, and moderately congested supply chain, according to this month’s issue of ACT Research’s State of the Industry: U.S. Trailers report. “Seasonally adjusted, April’s orders were 17,300 units compared to a 13,800 seasonally adjusted rate in March,” said Jennifer McNealy, director of commercial vehicle market research and publications at ACT. “On that basis, orders increased 25% month over month. Dry vans grew 41%, with reefers up 26%, but flats were 27% lower compared to April 2023.” Cancellations dropped to 1.5% of the backlog, down from 2.3% in March, she said, adding that seven of 10 markets remained above the 1% mark, with OEMs indicating cancellations from multiple fleets and dealers. “In this capex-constrained environment, and with an expensive EPA mandate landing in 2027, fleet willingness to spend on trailers is under considerable pressure,” McNealy said. “Couple these factors with overstocked dealer inventories proving hard to move, a short-and-soft peak order season, and the absence of a need for carriers to boost trailer-to-tractor ratios, and it adds up to a challenging part of the cycle for the U.S. trailer industry.”

Hyundai, Plus to build 1st autonomous fuel cell Class 8 electric tractors in US

John Worthen - May 22, 2024

LAS VEGAS & SEOUL, South Korea — Hyundai Motor Company and autonomous driving software firm Plus have unveiled what they are billing as the first Level 4 autonomous Class 8 hydrogen fuel cell electric truck in the U.S. The truck made its debut on May 22 at the Advanced Clean Transportation (ACT) Expo in Las Vegas. The Level 4 autonomous XCIENT Fuel Cell truck is undergoing initial autonomous driving assessments in the U.S., making it the first-ever Level 4 self-driving test on a Class 8 fuel cell electric truck to take place in the country, a news release states. “The collaboration seeks to show that autonomous hydrogen fuel cell trucks can help make trucking safer, more efficient and more sustainable,” the Hyundai and Plus said in a joint statement. Level 4 vehicles can intervene if things go wrong or there is a system failure. In this sense, these vehicles do not require human interaction in most circumstances. However, a human still has the option to manually override. Level 4 vehicles can operate in self-driving mode. But until legislation and infrastructure evolves, they can only do so within a limited area (usually an urban environment where top speeds reach an average of 30 mph). This is known as geofencing. “We are excited to showcase our collaboration with Plus to test Level 4 autonomous driving technology with our Class 8 XCIENT Fuel Cell truck,” said Martin Zeilinger, executive vice president and head of commercial vehicle development at Hyundai. “Hyundai Motor has been driving the energy transition paradigm with our advanced fuel cell technologies. By adding autonomous capabilities to our world’s first mass-produced hydrogen-powered XCIENT Fuel Cell truck, Hyundai is looking forward to providing fleets and vehicle operators additional solutions that enhance road safety and freight efficiencies thanks to Plus’s industry-leading autonomous driving technology.” First introduced in 2020, Hyundai Motor’s XCIENT Fuel Cell truck has conducted commercial operations in eight countries worldwide. According to the Hyundai, the truck has established a successful track record of real-world applications and technological reliability. At last year’s ACT Expo, Hyundai introduced XCIENT Fuel Cell tractor, the commercialized Class 8 6-by-4 fuel cell electric model, powered by two 90kW hydrogen fuel cell systems and a 350kW e-motor, providing a driving range of over 450 miles per charge even when fully loaded. Plus’s SuperDrive solution is being deployed across the U.S., Europe and Australia. The system uses a combination of cutting-edge sensors, including LiDAR, radar and cameras, to provide surround perception, planning, prediction and self-driving capabilities. “We are thrilled to collaborate with Hyundai Motor Company on this important initiative to create more sustainable and safe transportation options. A decarbonized future with autonomous hydrogen fuel cell electric trucks that also improve safety and efficiency is one that Plus is proud to support with our cutting-edge autonomous driving technology,” said Shawn Kerrigan, COO and Co-Founder at Plus. Below is a video about the truck.

New Bendix advanced manufacturing facility opens in Mexico

Erica N. Guy - May 22, 2024

AVON, Ohio — Bendix Commercial Vehicle Systems recently held a grand opening for its new production facility in Acuña, Mexico. The nearly 200,000-square-foot plant is now able to use highly automated manufacturing processes that produce two next-gen technologies: Global Scalable Brake Control (GSBC) Global Scalable Air Treatment (GSAT) The new facility is the latest step in an ongoing expansion of the bustling, multisite Acuña operation, according to a news release. The production facility manufactures, re-manufactures and assembles a wide range of products, including antilock braking systems (ABS), air dryers, compressors, valves, actuators and integrated vehicle modules. The global program also “brings together an array of existing strategic initiatives, all with the same goals: to guide Knorr-Bremse along a trajectory of sustainable growth in the years to come and to foster innovations and new technologies,” the news release states. “We’re proud to unveil this new plant, which is the physical manifestation of the move toward greater automation and high-tech assembly at our Acuña operation,” said Piotr Sroka, Bendix’s president, chief executive officer and chief operating officer. “Reaching this milestone is the result of an ongoing, concerted effort over the last eight years to increase the sophistication of the operation across a range of products – and doing so with Bendix’s signature product performance, quality, and reliability.” Also, Sroka mentioned that “the opening of the newest Acuña facility is not just a manufacturing showcase but also another key milestone in Bremse’s — the Munich, Germany-based parent company of Bendix — company-wide program BOOST 2026 (Knorr-Bremse Operational Optimization Strategy and Transformation).” “Most importantly, as customers are always at the center of our thinking, the increasing high-tech production capabilities in Acuña improve our productivity and give us the added flexibility to respond to the growing demands of our OEM and fleet customers — including meeting and exceeding their delivery expectations. The new facility is the latest example of our manufacturing operations evolution — here in North America and around the globe — in step with the changing commercial vehicle marketplace,” Sroka said.

PACT, made up of America’s top transportation companies, introduces founding members at ACT Expo

Erica N. Guy - May 22, 2024

WASHINGTON — Powering America’s Commercial Transportation (PACT) introduced 24 founding member companies at the recent ACT Expo in Las Vegas. Commercial transportation electrification has gained significant momentum in recent months. In March, the federal government announced a plan to build a nationwide network of zero-emission freight corridors. “PACT membership has more than doubled since the organization’s official launch in late January and reflects the diverse set of stakeholders involved in deploying charging infrastructure for heavy-duty vehicles,” said Dawn Fenton, PACT board chair. “We are all focused on accelerating the availability of reliable infrastructure for zero-emission commercial vehicles. The different duty cycles and power requirements of heavy-duty vehicles relative to passenger cars bring unique challenges to building out this charging network. By working together to address the interests and concerns of all stakeholders, we can develop and promote programs, policies and regulations that offer the greatest chance of achieving our goal to decarbonize transportation.” As more supportive federal funding becomes available, PACT is taking several steps to become an advocate for the timely deployment of medium-and heavy-duty zero-emissions vehicle infrastructure. In service of this mission, PACT has intervened in legislative sessions, public utility commissions and regulatory proceedings in multiple states. This April, the Federal Highway Administration distributed nearly $150 million in grant funding to projects focused on electrifying key freight hubs, including to some of PACT’s founding members. The 24 PACT founding members include: ABB E-mobility Alpitronic Amazon BC Hydro Burns & McDonnell Chateau Energy Solutions Cummins Inc. Daimler Truck North America EV Realty Geotab Greenlane InductEV J.B. Hunt Mortenson Navistar, Inc. Penske Truck Leasing Pilot Flying J Pioneer eMobility Pitt Ohio Prologis Mobility Voltera Volvo Group North America WattEV Zeem Solutions

Phillips Industries launches advanced solar panels for trucks and trailers

Erica N. Guy - May 22, 2024

IRVINE, Calif. — Phillips Industries has created advanced solar panel technology for use in the commercial vehicle market. According to a news release, “the durable and highly efficient monocrystalline silicon solar panels that are 80% lighter than traditional glass systems, producing 20% more energy with a 50% higher power density through the use of thin film technology.” The solar panels provide up to 34 hours of power by using a clean energy source that either supplements or replaces diesel usage, which virtually eliminates engine idling, the company says. The panels’ peel-and-stick design provides an easy installation that requires no drilling while still being able to withstand extreme vibrations, winds up to 155 mph, and debris, rocks, and tree branches they experience on the road. FEDERAL TAX INCENTIVES The Investment Tax Credit, also known as the federal solar tax credit, allows businesses to deduct a significant percentage of the cost of installing solar energy systems from their federal taxes. This tax credit not only reduces the initial capital expenditure required to integrate solar technology into commercial fleets but also accelerates the return on investment. PHILLIPS’ SOLAR KITS Phillips’ Solar panels are now available in seven distinct kits for Class 8 tractors, reefer units and liftgates, each including the necessary panels and components for complete installation and deployment. The kits feature peel-and-stick installation, heavy-duty solar chargers and advanced jump-start avoidance technology. “By integrating our solar technology, fleets can expect not only significant improvements in fuel efficiency and battery life but also enhanced compliance with evolving environmental regulations,” said Rob Phillips, CEO of Phillips Industries. “This shift towards solar energy is more than an operational upgrade; it’s a strategic move towards sustainability that will redefine the economic and environmental landscape of commercial trucking.”

PepsiCo set to expand Tesla Semi fleet across California

John Worthen - May 22, 2024

PURCHASE, N.Y. — PepsiCo Beverages North America (PBNA) is expanding its electric-powered fleet across The Golden State. In the next several months, 50 Class 8 Tesla Semi trucks will operate out of its manufacturing and distribution facility in Fresno, California, and 75 Ford E-Transit electric vans will step-change the electrification of its equipment services fleet across the state, according to a news release. PepsiCo officials say the electric vehicle deployment will help the company progress toward its ambitious pep+ (PepsiCo Positive) goal to reach net zero emissions by 2040. “Our fleet electrification is an important part of our pep+ (PepsiCo Positive) strategy and illustrates how sustainability is a core business strategy at PepsiCo — good for the planet, good for our business, and good for the communities we serve,” said John Dean, President for PepsiCo Beverages North America, West Division. PBNA’s Fresno location is a 170,000-square-foot manufacturing facility with a fleet operation that distributes PepsiCo products including Pepsi, STARRY, Gatorade, Rockstar, Aquafina and more. At the facility, eight 750-kilowatt Tesla chargers and two Tesla Megapack Battery Energy Storage Systems have been installed onsite to power the electric Semis. Across all of PBNA’s 13 locations in California, PBNA is deploying 75 Ford E-Transit electric vans, which will serve a variety of applications, including sales deliveries and service support. The deployment of electric vehicles in Fresno also kicks off a job training program for students enrolled in Reedley College and Duncan Polytechnic High School. The program educating over 100 students, annually, focuses on developing hands-on job training in the field of electric trucks and infrastructure maintenance. “PepsiCo’s participation in the North American Council for Freight Efficiency’s (NACFE) 2023 Run on Less Electric Depot demonstrated the ability to seamlessly integrate electrified Semis into PBNA’s business through the Tesla Semis operating out of PBNA’s Sacramento facility,” according to the news release. “Frito-Lay North America (FLNA) also has a fleet of Tesla Semis that operate out of their Modesto, Calif. facility, and FLNA’s Queens, New York, facility participated in NACFE’s 2023 Run on Less with a fleet of Ford E-Transits.” Expanding PBNA’s electric fleet is supported by a grant provided by the California Air Resources Board, the San Joaquin Valley Air Pollution Control District, and the California Energy Commission as part of their California Climate Investments, a statewide initiative that puts billions of Cap-and-Trade dollars to work.

Kenworth: SuperTruck 2 is ‘The Driver’s Truck’

The Trucker News Staff - May 21, 2024

LAS VEGAS — Kenworth’s SuperTruck 2 is stunning in appearance — especially at night. The cab and underpinnings are lit in red LEDs, offering a menacing accompaniment to the aerodynamic slopes and curves of the roofline and blacked-out, hulking grill. The truck made its debut on May 21 at the ACT Expo in Las Vegas. It was developed over a six-year period as part of a collaboration with the Department of Energy’s (DOE) SuperTruck program, designed to challenge truck makers to improve freight efficiency using a diesel engine as the main power source. The project was the result of a joint investment by the DOE and PACCAR. “The goal was a 100% freight efficiency improvement over our 2009 Kenworth T660, which at the time was arguably the most fuel-efficient truck in the industry. We surpassed the performance of that model to improve efficiency by up to 136%,” said Jim Walenczak, general manager of Kenworth and PACCAR vice president. “This was realized through a combination of improving fuel efficiency up to 12.8 mpg while reducing our combination weight by more than 7,000 pounds. The result was the ability to haul more payload with an ultra-fuel-efficient tractor-trailer combination. SuperTruck 2 provided us with the opportunity to investigate new technologies in an early stage. We learned what worked and what didn’t. As a result, we are able to commercialize new technologies much quicker than we would have otherwise.” The unique look of the Kenworth catches most of the attention, but the powertrain and driver amenities are just as impressive. “We started with an ideal aerodynamic shape when we started the design of SuperTruck 2,” said Joe Adams, Kenworth’s chief engineer. “At the start of the project, we asked ourselves, ‘What does the next generation vehicle for long haul transportation look like?’ What we produced pushes the limits in reducing aerodynamic drag while it also incorporates a new powertrain. But, with everything Kenworth, we wanted the SuperTruck 2 to embody ‘The Driver’s Truck’. The result was a systematic approach to developing a futuristic looking, yet relevant vehicle with technologies that have the potential to be refined and commercialized.” From an engine and transmission standpoint, Kenworth’s SuperTruck 2 utilizes a PACCAR MX-11 engine, rated at 440 hp, which is driven through a PACCAR TX-12 automated transmission. In addition, the truck features a 48-volt electric generator. This creates a “mild” hybrid system and leverages next generation lithium-ion batteries. The batteries are re-charged through regenerative braking. This allows Kenworth’s SuperTruck 2 to operate electric fans, electric steering, and power for electric coolant and HVAC pumps, which were previously mechanically driven. The engine fan alone can draw up to 80 horsepower. The hybrid system also provides an overnight engine-off “hoteling” solution. In addition, the 48V generator powers the exhaust heater in the in-house developed close coupled aftertreatment system which demonstrated CARB 2027 ultra-low NOx compliancy. The SuperTruck 2 team managed a parallel project for energy efficiency testing by combining a PACCAR MX-11 based engine, the mild hybrid based 48-volt auxiliaries and energy waste recovery to bench test a program record 55.7% engine efficiency. “We did this while keeping in mind the technologies we developed needed to be commercially viable,” said Maarten Meijer, PACCAR’s senior engineering manager for advanced technology. “Today’s modern diesel engine demonstrates around 47% efficiency. Reaching 55.7% was a major step forward and could only be done by applying new technologies that had not been explored until today. To put that efficiency number into perspective, if this engine were to go into production, it would lead to a 10% fuel efficiency improvement. That’s an astonishing number.” The unique look of Kenworth’s SuperTruck 2 features a “center driver” cab, along with a new sleeper compartment. It’s a look that resembles a bullet train. “We wanted to push this beyond just a demonstrator truck,” said Jonathan Duncan, Kenworth’s design director. “We wanted to show something dynamic and what the future of Kenworth might look like. Our headlamps take up the entire front fender of the truck. It’s striking — you can’t miss it as it’s going down the road.” The aerodynamic design was enabled thanks in part by the location of the powertrain content, which fits between the frame rails. This also allowed the engine to be lowered and placed behind the front axle. A reverse- splayed chassis allowed the engineering team to narrow the front of the truck and fully enclose the wheels within the bodywork. The entire hood and the chassis fairings were mounted directly to the cab, and they move with the entire cab as one unit. A variable suspension system was developed to customize ride height and optimize aerodynamics — Kenworth’s SuperTruck 2 can be raised over rough roads to avoid obstacles, then brought back down when running over smoother interstates. Combined, the sleekness means a 48% reduction in drag as compared to Kenworth’s baseline vehicle. Even though SuperTruck 2 is powered by a diesel engine, Kenworth is thinking toward the future. The overall layout was designed to be powertrain agnostic. To support zero and near-zero emission solutions, the truck can efficiently package fuel cells, hydrogen tanks, natural gas tanks, or batteries without changing the basic cab. Enabling more payload was a critical element in the design for the Kenworth engineering team, which also utilized a design specific trailer to go with the tractor. The combination came in at 26,100 pounds — 7,100 pounds less than a typical tractor-trailer configuration (4,100-pound savings on the tractor; 3,000 on the trailer). “These savings would give a fleet the option of running lighter with the same amount of goods they’d normally put in a trailer, or they could add 7,100 more pounds of payload,” Adams said. “There were a lot of things that contributed to weight savings. The 10 new concept tires we used weighed 355 pounds less than ‘like’ tires currently on the market, and those tires also had an extremely low rolling resistance — measuring 4.2 on the CRR scale versus 5.0 for typical high-efficiency tires. We also found that less fuel was required with the more fuel-efficient powertrain – this allowed us to put on a smaller 80-gallon fuel tank to go the same distance as before. So, here again, we’re saving weight. It all builds upon itself.” Climbing into the truck is altogether different. The driver-side door has a large opening, and the extendable bottom step supports a stairway-like entry and exit. Drivers have easy-viewing electronics at their disposal — SuperTruck 2 features PACCAR’s state-of-the-art 15-inch digital display, with a configurable gauge layout, advanced driver notifications, and a user-friendly menu navigation. Once behind the wheel, drivers have a view like nothing else in the trucking industry. “We made the windshield very parabolic in plain view and smooth to the flow. We also went one step further and eliminated physical mirrors altogether, minimizing drag,” Duncan said. “The integrated digital mirror system enables enhanced rear-view monitoring, with trailer tracking capability and night vision enhancements, technology currently available in Kenworth T680 models.” For drivers off hours, Kenworth took the extra step to design a unique sleeper berth. “One of the features we’re trialing is a bed that folds down over the sofa,” Duncan said. “This provides a separate sleeping and sitting area. We also came up with a neat concept: having a tabletop that rotates down when you’re sitting on the sofa. You can actually eat or work then move the table to a different location without moving anything off the tabletop.” All told, Kenworth’s SuperTruck2 gives not only a potential glimpse of the future but new ideas for consideration. “Working in the trucking industry is very exciting,” Adams said. “There are major challenges ahead as we continue to advance vehicle performance, all while keeping in mind the goal to be a carbon neutral society by 2050. This will require tremendous technology changes in the trucking industry and partnering with the DOE on the SuperTruck 2 program was a tremendous opportunity to consider what will be possible as we look toward the future.”

Volvo says it’s ready to produce autonomous Class 8 trucks en masse

The Trucker News Staff - May 21, 2024

GREENSBORO, N.C. — Volvo Autonomous Solutions has unveiled the company’s first-ever production-ready autonomous truck at the ACT Expo in Las Vegas. “We are at the forefront of a new way to transport goods, complementing and enhancing transportation capacity, and thereby enabling trade and societal growth,” said Nils Jaeger, president of Volvo Autonomous Solutions. “This truck is the first of our standardized global autonomous technology platform, which will enable us to introduce additional models in the future, bringing autonomy to all Volvo Group truck brands and to other geographies and use cases.” Volvo officials say the platform-based design approach will enable them to use their in-house-developed virtual driver for trucks and machines working within confined applications and partner virtual driving technologies for on-highway trucking applications. “Our platform engineering approach prioritizes safety by incorporating high-assurance redundancy systems designed to mitigate potential emergency situations,” said Shahrukh Kazmi, chief product officer at Volvo Autonomous Solutions. “We built the Volvo VNL Autonomous from the ground up, integrating these redundancy systems to ensure that every safety-critical component is intentionally duplicated, thereby significantly enhancing both safety and reliability.” Engineering teams from Volvo and self-driving vehicle company Aurora have worked closely together to integrate the Volvo VNL Autonomous and the Aurora Driver, a Level 4 autonomous driving system. Level 4 vehicles can intervene if things go wrong or there is a system failure. In this sense, these vehicles do not require human interaction in most circumstances. However, a human still has the option to manually override. Level 4 vehicles can operate in self-driving mode. But until legislation and infrastructure evolves, they can only do so within a limited area (usually an urban environment where top speeds reach an average of 30 mph). This is known as geofencing. The Aurora Driver consists of artificial intelligence software, dual computers, proprietary lidar that can detect objects more than 400 meters away, high-resolution cameras, imaging radar and additional sensors. “Powered by the Aurora Driver, the new Volvo VNL Autonomous is the realization of our shared vision,” said Sterling Anderson, co-founder and chief product officer at Aurora. “This truck combines Aurora’s industry-leading self-driving technology with Volvo’s best-in-class truck, designed specifically for autonomy, making it a must-have for any transport provider that wants to strengthen and grow their business.” The Volvo VNL Autonomous will be assembled at Volvo’s flagship New River Valley (NRV) plant in Dublin, Virginia. “The Volvo VNL Autonomous, powered by the Aurora Driver, offers a fully integrated autonomous solution in the Hub-to-Hub segment,” said Sasko Cuklev, head of on-road solutions at Volvo Autonomous Solutions. “Our approach reduces complexity for our customers while allowing them to experience the benefits of an autonomous solution with peace of mind by ensuring efficiency, safety and reliability.”

FMCSA revokes 2 ELDs from approved list

John Worthen - May 21, 2024

WASHINGTON — The Federal Motor Carrier Safety Administration (FMCSA) has removed BLUE STAR ELD and ELD MANDATE PLUS units from the list of registered electronic logging devices (ELDs). FMCSA placed these ELDs on the revoked devices list due to the companies’ failure to meet the minimum requirements established in 49 CFR part 395, subpart B, appendix A. The removals are effective May 21, 2024. FMCSA will send an industry-wide email to inform motor carriers that all who use these revoked ELDs must take the following steps: Discontinue using the revoked ELDs and revert to paper logs or logging software to record required hours of service data. Replace the revoked ELDs with compliant ELDs from the Registered Devices list before July 20, 2024. Motor carriers have up to 60 days to replace the revoked ELDs with compliant ELDs. If the ELD providers correct all identified deficiencies for their devices, FMCSA will place the ELDs back on the list of registered devices and inform the industry of the update. During this time, safety officials are encouraged not to cite drivers using these revoked ELDs for 395.8(a)(1) – “No record of duty status” or 395.22(a) – “Failing to use a registered ELD.” Instead, safety officials should request the driver’s paper logs, logging software or use the ELD display as a back-up method to review the hours of service data. Beginning July 20, 2024, motor carriers who continue to use the revoked devices listed above will be considered as operating without an ELD. Safety officials who encounter a driver using a revoked device on or after July 20, 2024, should cite 395.8(a)(1) and place the driver out-of-service (OOS) in accordance with the Commercial Vehicle Safety Alliance OOS Criteria. For more information on ELDs, visit FMCSA’s ELD website.