New truck efficiency, emission standards are on the way

Aug. 28, 2014
The next round of fuel efficiency/greenhouse gas (GHG) emission standards for trucks moved to the top of the agenda of the federal government.

The next round of fuel efficiency/greenhouse gas (GHG) emission standards for trucks moved to the top of the agenda of the federal government. The National Highway Traffic Safety Administration (NHTSA) announced in July it is starting to prepare an environmental impact statement (EIS) and a proposed Corporate Average Fuel Efficiency (CAFE) rule, which will be published simultaneously in March 2015.

NHTSA will be working with the Environmental Protection Agency, which handles the GHG side of the rulemaking. The final rule will appear in June 2016, and new CAFE mileage/GHG emission standards will be phased in beginning in model year 2018 for a broad range of trucks – from the 18-wheeler combination tractors to school and transit buses, to vocational vehicles such as utility service trucks, as well as the largest pickup trucks and vans.

One can already see the beginning edge of the impact on the aftermarket of these new standards. Take the announcement on July 14 by Cummins Inc. that it had developed a new ETHOS 2.8L engine for trucks, in partnership with the California Energy Commission (CEC). It reduces carbon dioxide (CO2) emissions by as much as 80 percent compared with a baseline gasoline-powered medium-duty truck. One of the partners in the project was Valvoline, which provided NextGen® engine oils specifically designed for lower CO2 emissions. The ETHOS 2.8L uses second-generation lignocellulosic-derived E-85. Although not in high-volume production today, cellulosic ethanol represents a promising production pathway for future fuels.

With regard to CAFE improvements, Cummins and Peterbilt Motors Co. have been working on a "SuperTruck," a tractor-trailer that has been part of a public-private partnership sponsored by the Department of Energy to promote innovation in the industry. The SuperTruck averaged a 75 percent increase in fuel economy, a 43 percent reduction in GHG emissions and an 86 percent gain in freight efficiency in 24-hour, head-to-head testing against a 2009 baseline truck.

The two agencies previously set CAFE/GHG standards for trucks for model years 2014 through 2018 (Phase 1). Those were announced in August 2011. The Phase 1 standards are expected to save vehicle owners and operators an estimated $50 billion in fuel costs over the lifetime of those vehicles while also reducing oil consumption by a projected 530 billion barrels and greenhouse gas pollution by approximately 270 million metric tons.

Now the agencies turn to Phase 2. Between now and March 2014, the two agencies will be sharpening their pencils, weeding through what promises to be an avalanche of advice from industry and environmentalists, and preparing a range of options, including a "preferred alternative" and a spectrum of reasonable alternatives, including a “no action” alternative. The preferred alternative would reflect what the agency believes is the “maximum feasible improvement.”

In making the calculations, the EPA/NHTSA will look at such things as the growing availability of natural gas fuel for trucks. The wider its distribution, the greater number of trucks will be built with natural gas engines, which would mean the agencies could chose more aggressive standards.

The Phase 2 standards are expected to spur manufacturing innovation and lead to the adoption of new fuel-efficient technologies on trucks and semi-trailers. EPA and NHTSA will assess advanced technologies that may not currently be in production, and will consider, for example: engine and powertrain efficiency improvements, aerodynamics, weight reduction, improved tire rolling resistance, hybridization, natural gas engines and converters, automatic engine shutdown, and/or accessory improvements (e.g., water pumps, fans, auxiliary power units and air conditioning).

Glen Kedzie, vice president, energy and environmental counsel for the American Trucking Associations (ATA), says his group supported the Phase 1 standards because they essentially relied on the technologies the ATA had recommended when it agreed to participate in the EPA’s SmartWay program, announced in 2004. Regarding potential Phase 2 standards, Kedzie notes that the ATA would probably look askance at a "technology-forcing" standard, which would be one that forced truckers to make new investments in equipment with a payback beyond 18 months.

Subscribe to Aftermarket Business World and receive articles like this every month….absolutely free. Click here.

Sponsored Recommendations

ZEUS+: The Cutting-Edge Diagnostic Solution for Smart, Fast, and Efficient Auto Repairs

The new ZEUS+ simplifies your diagnostic process and guides you through the right repair, avoiding unnecessary steps along the way. It gives you the software coverage, processing...

Diagnostic Pre- and Post-scan Reports are Solid Gold for Profitability

The following article highlights the significance of pre-scans and post-scans, particularly with Snap-on scan tools, showcasing their efficiency in diagnosing issues and preventing...

Unlock Precision and Certainty: TRITON-D10 Webinar Training for Advanced Vehicle Diagnostics

The TRITON-D10 lets you dig deep into the systems of a vehicle and evaluate performance with comparative data, systematically eliminating the unnecessary to provide you with only...

APOLLO-D9: Trustworthy Diagnostics for Precision Repairs

The APOLLO-D9 provides the diagnostic information and resources you need to get the job done. No more hunting through forums or endlessly searching to find the right answers. ...

Voice Your Opinion!

To join the conversation, and become an exclusive member of Vehicle Service Pros, create an account today!