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Nikola Leads Field in Hydrogen Fuel Cell EV Deployment

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Nikola Leads Field in Hydrogen Fuel Cell EV Deployment

A Nikola Tre hydrogen fuel cell electric truck. Nikola shipped 90 of these trucks in the most recent quarter. (Nikola Corp.)

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Hydrogen fuel cell electric vehicles may be envisioned as the future workhorse of a decarbonized North American longhaul freight sector, but the development and adoption of these zero-emission trucks has proceeded at a measured pace.

Designing and building trucks with a new vehicle architecture and powered by a fuel that requires a completely new fueling infrastructure was bound to be complex and therefore unlikely to happen overnight, and that’s proving to be the case.

Unlike the battery-electric trucks that have entered the market in recent years, hydrogen FCEVs are equipped with a hydrogen fuel cell stack — which generates electricity to run the vehicle’s electric powertrain — along with a hydrogen storage system.

“It’s really complex, even without adding cooling systems,” said Mike Roeth, executive director at the North American Council for Freight Efficiency. “If you had a diesel truck, a battery-electric truck and a hydrogen FCEV truck next to each other, you’d [say], ‘My, hasn’t that gotten complex.’ ”

The ecosystem is creeping forward as a consequence, with established truck makers not putting all their eggs in one basket while industry disruptors set the pace as they try to stay afloat — as is often the case across many corners of the automotive and other industries.

Phoenix-based Nikola is one of the few hydrogen fuel cell truck makers to reach serial production in North America — after a number of tumultuous years — but CEO Steve Girsky wants to see competition in a business that he described as lonely right now.

“We’re happy that other people are coming — big companies, small companies. More the merrier because we’re trying to build out an ecosystem here,” Girsky told analysts Oct. 31 during the company’s third-quarter earnings call. Nikola, which shifted its full attention to hydrogen fuel cell trucks from battery-electric trucks in May 2023 because of battery supplier problems, is open about the complexity of the task it and others face.

“This isn’t just about doing what everybody else is doing and trying to do it better. We’re doing something that nobody else has done yet. And it’s not easy,” Girsky said during the call. “We grind through it every day, but that’s why people show up to work here.”

And infrastructure concerns (read more on page 14) are inhibiting even some of the biggest players in the truck making world.

Daimler Truck told Transport Topics that it planned to start series production of hydrogen-powered vehicles at the end of this decade, noting it was a “conscious decision because the ramp-up of the infrastructure is slower than with battery-electric drive technologies.”

(Nikola Corp.)

Industry observers are also keen on hydrogen fuel cell trucks, but they say their time is not here yet.

“We see the opportunity for this technology, but it is not going to happen for some time,” S&P Global Mobility Principal Research Analyst Greg Genette told TT, adding that he expected an acceleration of the segment in the late 2020s, although that acceleration would be the launch of more models rather than high production volumes.

The foremost fundamental challenge is presenting a solid business case to customers, said Ray Minjares, heavy-duty vehicles program director for the International Council on Clean Transportation.

Hydrogen fuel tractors are more fuel efficient than a diesel counterpart at 7.6 miles per gallon versus 6 miles per gallon, but a battery-electric semi is near 13.5 miles per gallon, according to ICCT.

Nikola shipped 90 hydrogen fuel cell electric trucks in the most recent quarter, compared with three in the year-ago period, while many other players continue to test their products. Nikola’s record sales in the quarter include the purchase of 20 FCEVs by J.B. Hunt Transport Services as well as adding a customer outside California or Canada, DHL Supply Chain.

J.B. Hunt, which ranks No. 3 on the Transport Topics Top 100 list of the largest for-hire carriers in North America and the TT Top 100 logistics companies list, will use some of the trucks to support its drayage and intermodal operations in California.

DHL, which ranks No. 5 on the TT Top 50 global freight carriers list and No. 14 on the logistics TT 100, is deploying two Tre FCEVs at Diageo North America’s Plainfield, Ill., campus.

“It required a lot of research,” DHL Supply Chain Vice President for GoGreen North America Stephan Schablinski said in October. “Everything about diesel trucks is plug and play,” whereas with a hydrogen fuel cell truck, the buyer has to understand truck, the fuel, where to source it, sourcing technicians and the infrastructure.

“All the pieces make a puzzle. And if one of the pieces is missing, then it is not going to work,” he added.

Diageo wants to see the performance of the truck in extreme conditions, said Vice President of Logistics Lucy Fishwick. The trucks are Diageo’s first FCEVs. It is not just the reliability of the truck, but the reliability of the hydrogen supply, she said.

“There’s a lot of open questions,” Fishwick noted, adding that Diageo chose hydrogen FCEVs because they can run 24/7 and want to minimize downtime.

There are some challenges ahead for Nikola. The company reported a loss of $200 million in Q3 on Oct. 31, compared with $425.5 million in red ink in the same period a year earlier. The continued losses mean the company’s cash reserves are likely to last only partway through the first quarter of 2025 without successful fundraising efforts or additional partnerships.

“We estimate that our existing cash is sufficient to fund our forecast operating costs and meet our obligations into but not beyond Q1 2025,” Chief Financial Officer Tom Okray told analysts during the earnings call.

“We are examining every opportunity to optimize cash,” said Okray, adding: “We continue to seek to maintain sufficient capital to support our business.”

That may include partnerships, according to Girsky. “We are actively talking to lots of potential different partners who value what we do and value what we’ve built. It’s because we’ve been doing the hard work out front building the framework, and we have proof points. We’re on the road today with customers,” he told analysts.

Okray added: “We are looking for these like-minded partners who have stated corporatewide decarbonization goals for the next decade, hydrogen producers who view hydrogen as a viable energy growth vector, and automotive OEMs who bring either light-duty or heavy-duty fuel cells to the market. Together, we form a hydrogen economy that we believe can thrive.”

Nikola was joined at the serial production stage by Bolingbrook, Ill.-based Hyzon late in Q3. Hyzon began series production of its Class 8 hydrogen fuel cell truck Sept. 16.

Hyzon completed eight trials through the start of November. More than 20 large fleet trials are planned through February. (Hyzon)

Production initially will take place at Charlotte, N.C.-based Fontaine Modification. Hyzon intends to provide the facility with kits for the fuel cell system, battery packs and hydrogen storage systems. Fontaine adds these onto vehicle chassis. The current base chassis for Hyzon’s truck is a Freightliner Cascadia in two day cab variants.

On Nov. 4, Hyzon said drayage specialist IMC Logistics completed a two-week trial of the Class 8 truck in the Houston area, driving more than 1,000 miles in the test period. IMC ranks No. 33 on the for-hire TT 100.

Hyzon completed eight trials through the start of November. More than 20 large fleet trials are planned through February. The auto manufacturer has also encountered financial hurdles. The company raised additional funds in Q3 after shuttering its operations in the Netherlands and Australia in July.

Another recent entrant to the Class 8 market, global automaker Hyundai has 50 Xcient hydrogen fuel cell trucks in operation in North America, according to a company spokesman. Hyundai’s tractors are navigating the roads around the South Korean company’s Metaplant in Georgia and California. The trucks are currently built at the company’s Jeonju plant in South Korea.

Xcient variants are available with Allison transmissions, as too will be another heavy-duty trucking disruptor’s hydrogen FCEV.

Host Seth Clevenger and Features Coordinator Mike Senatore take you behind the scenes to unveil the 2024 Top 50 Global Freight Companies. Tune in above or by going to RoadSigns.ttnews.com.  

In September, German startup Quantron debuted its QHM FCEV heavy-duty truck, which it claims has an operating range of 700 kilometers. The truck includes Ballard Power Systems’ FCmove-XD 120-kilowatt fuel cells and an integrated eGen Power 130D e-axle from Allison.

Most leading North American legacy truck makers, meanwhile, are keeping their alternative fuel options open, with plans for FCEV, natural gas and hydrogen internal combustion engine-powered trucks.

Legacy builder Peterbilt offers a hydrogen fuel cell version of its 579 Model day cab, while fellow Paccar unit Kenworth offers a FCEV option for its flagship T680 semi. Serial production of both was expected to begin in 2025, but neither Peterbilt nor Kenworth would confirm a date.

Fellow Class 8 majors Volvo Trucks North America and Daimler Truck North America have yet to announce hydrogen fuel cell truck plans for North America.

VTNA’s redesigned Class 8 flagship VNL semi, launched in January, will be the base for any future hydrogen fuel cell truck the company launches, a spokesman said, and it is targeting North American commercial deployment of FCEVs by the end of the decade.

The first Volvo Group hydrogen fuel cell trucks will be launched in Europe.

DTNA sibling Mercedes-Benz Trucks, meanwhile, plans to launch serial production of its GenH2 Truck at the end of the 2020s, but only in Europe. (TT file photo)

DTNA, parent company of Freightliner and Western Star, has no plans to deploy fuel cell electric vehicles in North America at present, a spokeswoman said.

In Europe, DTNA sibling Mercedes-Benz Trucks, meanwhile, plans to launch serial production of its GenH2 Truck at the end of the 2020s. The truck began customer trials earlier this year, including with e-commerce giant Amazon. Prototypes began testing in 2021. Amazon ranks No. 1 on the global freight TT 50 and the logistics TT 100 and No. 12 on the TT Top 100 private carriers list.

Meanwhile, Germany’s other truck making powerhouse, Traton, and its International Motors unit in North America plan to concentrate on battery-electric trucks rather than enter the hydrogen fuel cell arena, a spokeswoman confirmed in October.

The legacy players’ deliberate progress is in part because they can take a considered approach while continuing to sell diesel trucks and finance their long-held zero-emissions ambitions. But the hurdles are obvious, said Maral Idehav, Volvo Trucks director of total offer electric vehicle and services.

“First, we must have hydrogen fueling infrastructure in place for commercial operations to be able to deploy FCEVs at scale, particularly in the longhaul segment, where they are not returning to a home base daily,” Idehav said.

“Hydrogen is still too expensive today, with prices in the range of $30-$40 per kilogram, to achieve widespread adoption we must see the price of hydrogen in the range of $4 per kilogram to have a feasible operation cost,” she said.

The cost of fuel will continue to be an issue, even by 2030, according to ICCT, hampering price competitiveness.

In California, where most of the U.S. hydrogen fuel cell truck fleet is operating as a result of state incentives, FCEVs are likely to be more expensive to operate even in 2030 at $2.40 per mile, compared with $1.90 per mile for a battery-electric semi or $1.91 per mile for a diesel truck, according to ICCT forecasts. ICCT’s price assumptions are based on a hydrogen price of $9-$11 per kilogram.

As a result, ICCT’s Minjares is not optimistic about a scaling up of demand. Hydrogen FCEVs may become a niche segment, catering to jobs that battery-electric trucks find too difficult, be that in the agricultural arena or with extreme payloads, he said.

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Exploring the Luckeep X2: A High-Performance Urban E-Bike for All Terrains

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Exploring the Luckeep X2: A High-Performance Urban E-Bike for All Terrains

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This Luckeep X2 Stormtrooper E-Bike is Awesome

We’ve tested a lot of electric bikes. I like some for certain reasons, others for other reasons, and some I really don’t care for much at all. I have to say that one thing I’ve found over the years is that e-bikes seem to get better and better and commonly add features that most people appreciate. The newest e-bike I’ve received and been testing is the Luckeep X2 — in particular, the commuter version of the bike. Again, there’s nothing revolutionary about it, like a rocket booster or mechanical wings or something, but it is a nice, solid e-bike that has incorporated a number of popular and useful features — and it’s now my favorite e-bike from our home collection and previously tested models.

First of all, I have to point out that the white and black version matches superbly well with our white Tesla Model 3. They make a nice little “stormtrooper” pair. Check out a few shots of the duo:

Feature Highlights

Tires

Moving on, I love the size of the tires on this bike. Not too thin and not too fat. They don’t make the bike feel too chunky, but they are a nice buffer against bumps, grass, mulch, hurricane debris, pine needles, and cracks in the sidewalk or road. They make the Luckeep X2 a good multipurpose bike that is perfect for my needs. (Technically, they are 26″x 3″ Chaoyang Commute Fat Tires.)

Shocks

Furthermore, the bike has shocks! I love having shocks, and this is the first e-bike I’ve had with them. It’s clearly made to be useful off road if you want to go off road a bit, but it’s still plenty smooth as a road bike or sidewalk bike — and the shocks provide a bit of extra fun or bump protection. In fact, yes, I did use the shocks to do a bit of hopping up and down for pure fun. (Note: if you are really into off-road biking, there’s also an off-road version.)

Technically, the details of the adjustable alloy hydraulic front suspension are as follows: “80mm hydraulic fork that filters out vibrations for a smoother ride that glides over bumps. The lockout feature ensures efficient riding on smooth roads.”

The seat is also very nice, adding extra comfort for a rider’s bum.

Lights

The bike also has cool front and rear lights, including turn signals! I did find that these don’t shine as brightly in daylight as the ones on another e-bike we have, but they are great lights to use in the evening, at night, or in the early morning if you want to make sure you are seen and people know where you’re going. In the daylight in Sunshine State Florida, let’s be honest, lights aren’t needed.

Display Screen

There’s also a slick display screen on the bike that stands out compared to other e-bike screens I’ve used. It shows you how fast you’re going, and it also shows you your average speed when the bike is parked and stationary. It’s the coolest, best looking screen I’ve seen on an e-bike.

Power & Riding Experience with Electric Boost

Okay, let’s get to the electric boost. The bike is rapid. It probably goes too fast, unless you’re a good stormtrooper running from Darth Vader. The bike has 5 levels of power assist. The first three can be useful for me, depending on how steep the hill is, how tired my muscles are from biking or tennis, and how much sleep I’ve had (often not enough). The first level is often all I really need. But there are times when I’ve found level 2 or level 3 useful.

Level 4 and level 5 are truly rapid, and I wouldn’t advise using them, but perhaps they could be just what someone needs if they’re biking off road and up a hill or mountain (which, of course, we don’t have here in Florida). Luckeep indicates that level 5 can get you up to 28 mph. That’s fast, a bit too fast for my taste. Use it wisely if you do use it.

Overall, using different levels of the power assist is useful for different conditions, people, and needs. At least in this case you have a wide variety of options.

I enjoy the straight throttle option from time to time for fun. The normal electric assist that you get while pedaling, though, is very smoothly integrating into your ride. I had an e-bike or two in the past where the electric assist would kick in too hard or too fast when stepping on the pedal. Making it a more natural progression from muscle power to mixed muscle-and-battery power makes a huge difference for how natural — and safe — the power assist is. “The high-precision torque sensor and Luckeep electronic control system provide seamless power delivery, making every ride smooth and responsive,” as Luckeep explains it. “Translate your every movement into smooth motor power.”

The Batteries

Notably, the Luckeep X2 uses top-quality Samsung batteries that are UL certified. This should assuage any fears anyone may have about the batteries. Luckeep says the bike has a max range of 80 miles on battery alone. Naturally, not many people would just ride around on an e-bike using the battery. I imagine with the amount I use the battery power, I’ll go months before needing to recharge it. And I assume that would be the norm. Of course, those who need to use it more can go ahead — there’s plenty of energy stored in the battery to get you around town for days.

Frankly, there’s nothing I can think of to complain about with the bike. I love the new Luckeep X2. Oh, wait, there is one thing. We got an upgrade version that comes with a bigger battery. That resulted in the battery being installed on the frame of the bike instead of inside it. I actually don’t have any problem with this except as far as aesthetics go (I don’t think it looks great). However, when my wife tried out the bike, she bumped her knee on the battery a couple of times. She didn’t like it. So, it’s something to consider if you’re deciding whether to get the upgraded trim or the base trim. Though, in my case, since it means my wife sticks with her e-bike and doesn’t steal the Luckeep, I’m all about it. 😀

For all the normal specs, list of features, and pricing options, you can jump over to the Luckeep webpage for the X2.

There’s a Black Friday sale coming up for Luckeep bikes. If you want an extra discount on the X2, be sure to use promo code “BFCM10.”

Overall, the Luckeep X2 commuter is pretty much a perfect all-around e-bike for me. I can’t really think of anything I’d want added or changed. The only thing is that I’d go with the cheaper base version with the smaller battery since I don’t need the extra range and would prefer the cleaner look and less weight.

This article has been sponsored by Luckeep. But all opinions are authentic and genuine.
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Author Zachary Shahan

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News: All-Electric Semi-Trucks Making a Difference

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News: All-Electric Semi-Trucks Making a Difference

Key Steps to Cleaning Southern California’s Air

Diesel Class 8 trucks run seemingly tail-to-nose from the Ports of Long Beach and Los Angeles to the Inland Empire in Southern California. There, the cities of Ontario, San Bernardino, Rialto, Riverside and others have seen massive warehouses built for storing and transferring goods bound for retailers and then on to consumers. On their 100+ mile round trip, these trucks burn diesel fuel that damages the ozone, spews out noxious particulates that seek-out lungs and eyes along with oxides of nitrogen that help create smog, along with other nasty—and toxic—unpleasantness. On hot days it can be felt weighing you down, your skin is sticky, and is so thick it seems possible to touch.

Amazon trucks
Last mile trucks like Amazon’s are moving to EVs

Almost all of those trucks run on diesel, but change is coming. More and more, especially the smaller “last mile” trucks, are powered by electricity. FedEx, Amazon and others are making the switch to electric power, as are school buses and garbage trucks. Even the U.S. Post Office will be converting a sizeable portion of its fleet of electric vans.

There is no debating the need for trucks of all sizes, from the semis that roam the country’s highways to smaller box trucks, delivery vans and the common pickup. As Jimmy Hoffa, the late president of the International Brotherhood of Teamsters said, “If you got it, a truck brought it to you.”

It will take time, investment and forward-thinking politicians and trucking companies, but every diesel burning truck that can be removed from the roadways will aid in cleaner air.

A Significant First Step

A step in the direction of cleaning the air in Southern California has been made by the Joint Electric Truck Scaling Initiative (JETSI). The lead project partner, NFI, a third-party supply chain provider with headquarters in New Jersey. NFI constructed an all-electric port drayage facility in Ontario, California. On what was a dirt lot a couple years ago now stand 38 DC fast chargers sourced through Electrify America. Jim O’Leary, NFI vice president of fleet services, said the “enthusiasm and commitment (of the partners) have been indispensable and together, we are revolutionizing the trucking industry and paving the way towards a cleaner, more sustainable future.”

JETSI project partners
It take a village–funders, partners, builders

Liane Randolph, chair of the California Air Resources Board, one of the project’s state funders, said: “Drayage trucks travel short distances between ports and regional warehouses, making them ideal candidates for zero-emissions technology, and this project in Ontario is an exemplary model for the future of freight transport.”

The facility is nice, but it means nothing without a fleet of battery-electric trucks plugging-in on a daily basis. Initially Daimler Truck North America’s Freightliner eCascadia and Volvo Trucks North America’s VNR Electric trucks will make-up a fleet of 50 battery-electric Class 8 trucks in the JETSI project.

JETSI project charging; Electrify America
Charging is a key part of the EV ecosystem

The NFI facility also has a repair and service center, fully equipped with trained staff to keep the initial 50 trucks on the road. The trucks typically run two port pickups per day, per truck, for an average of 220 miles driven before being recharged.

The potential of reducing greenhouse gases and emissions is encouraging. Just these 50 trucks and their two, 100+ mile daily round trips will approximately eliminate 4,400 metric tons (Note: 2,000 pounds is a ton, while 1,000 kilograms is a metric ton) of greenhouse gas emissions yearly, along with 2.45 tons of pollutant emission reductions and displacing more than 2.75 million gallons of diesel over the coming five-years.

For perspective, more than 22,000 trucks are registered to serve the ports of LA and Long Beach. These 50 are part of a growing number of zero emission trucks that are shrinking the diesel portion of that number. Regulations are in place to that call for all new trucks added to that registry to be zero emission (either battery or fuel cell powered).

The JETSI Project All-Electric Trucks

Freightliner eCascadia

The Freightliner eCascadia is available as a single or tandem eAxle.

Single Drive

Long Range: 230 miles

Standard Range: 155 miles

Charge Time: 80% in 90 minutes

Charging Power: 190kW with single port; 270 kW with dual ports
Total Gross Weight (TGW): 65,000 pounds

Performance: 320 horsepower (HP) or 395 HP

Tandem Drive

Range: 220 miles

Charge Time: 80% in 90 minutes

Charging Power: 190kW with single port; 270 kW with dual ports
TGW: 82,000 pounds

Performance: 425 horsepower (HP) or 470 HP

The Volvo VNR Electric is available in tractors with 4×2, 6×2 and 6×4 configurations.

Volvo VNR Electric

4×2

Range: 175 miles

Charge Time: 80% in 90 minutes

Charging Power: Up to 270 kW
TGW: 66,000 pounds

Performance: 455 horsepower HP

6×2 and 6×4

Range: 275 miles

Charge Time: 80% in 90 minutes

Charging Power: Up to 270 kW
TGW: 82,000 pounds

Performance: 455 HP

Notes:

  • Both brands have regenerative braking that returns electricity to the batteries when coasting or braking.
  • Top speed for both is between 65 and 68 miles per hour

Additional All-electric, Class 8 Trucks

There are several other manufacturers building all-electric Class 8 semi trucks. While not part of the JETSI project, they offer the same zero emission solution to heavy hauling.

Tesla Semi
Tesla and others are joining the electric heavy-duty truck market

Battery Electric

Hydrogen Fuel Cell Electric

The Urgent Need To Reduce Emissions

Air pollution is pervasive in any metropolitan area, but the corridor between the Ports of Long Beach and Los Angeles, and Southern California’s Inland Empire is among the worst in the country. Idling diesel trucks at the ports waiting to be loaded and unloaded are matched by trucks idling at the warehouses in the Inland Empire. All that traffic has created a stubborn and dangerous air quality problem for residents of the region. Despite of emissions improvements in trucks over the past two decades, respiratory health problems, including asthma, bronchitis and cancer persist. Children and the elderly are the most susceptible, but everyone and anyone that breathes is an unwitting target of this lousy air.

BrightDrop FedEX delivery van
Big fleets like FedEx and smaller ones are leading the shift to zero-emission freight movement

Clean air is personal as it affects people of all races, genders, and ages. Black, Latino, immigrant and low-income neighborhoods are often where these warehouse facilities are based, placing an added burden to their health.

The JETSI project may be a test, but the outcome is already known. These 50 all-electric Class 8 trucks are only the beginning of the solution to air pollution in this part of California. It is certainly not enough by any means, but the upside to replacing diesel trucks with zero emission battery or fuel cell electric trucks is too tantalizing to imagine. How much cleaner could the air be if, instead of 50 trucks, it is 500, 1,000 or 10,000. The lessons learned from this project will encourage ports and truck fleets from around the country, and the world, to ditch their dirty diesel rigs for zero emission electric trucks.

Addendum

JETSI project, Volvo VNR Electric
Hundreds more trucks are headed into service

After we attended the JETSI, the good news of freight electrification in Southern California has continued. Several charging depots geared to provide the high-powered charging needed for these trucks have opened in the corridor between the ports and the Inland Empire. The number of zero emission trucks running in the area is now in the hundreds and should top 1,000 soon. The federal EPA awarded $411 million to the Port of LA to add more zero-emission equipment for its cargo handling operations. An additional 250 zero emission trucks as well as 300 chargers will be funded by the grant. This grant followed an earlier $500 million from EPA to the South Coast Air Quality Management District, which will be used to get further zero-emission trucks, delivery vehicles and locomotives into operation.

In another effort at increasing the number of zero-emission trucks serving the ports, the “green bank” Climate United, working with the charging developer Forum Mobility, has created a dedicated $250 million fund. The intent is to provide low-cost financing to smaller fleets and owner operators for purchase of up to 500 zero-emission trucks.     

Make sure to opt-in to the Clean Fleet Report newsletter (top right of page) to be notified of all new stories and vehicle reviews.

Story by John Faulkner, with additional information from Michael Coates. Photos by John Faulkner and the manufacturers.

The post News: All-Electric Semi-Trucks Making a Difference first appeared on Clean Fleet Report.

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Mack Electric LR is Wisconsin’s first electric garbage truck

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Mack Electric LR is Wisconsin’s first electric garbage truck

In a bid to clean up its streets in more ways than one, the city of Madison, Wisconsin has added two Class 8 electric trucks to its garbage fleet earlier this year in the form of a pair of Mack Electric LR HDEVs … and the city already has plans to add two more.

In 2017, the city of Madison became the 25th North American city to set a zero-net carbon goal for for city operations by 2030 and the city as-a-whole by 2050. To that end, the city has begun electrifying its heavy truck and equipment fleet with the deployment of two Mack Electric LR HDEVs – reportedly the first two Class 8 BEVs to deployed in America’s dairy land.

“One of the reasons we’re going all-in on electrification is because it’s better for the environment,” explains Madison Mayor Satya Rhodes-Conway. “These refuse trucks hit every single block in the city of Madison. That is a lot of diesel fumes in our neighborhoods. If we can take even one diesel truck off of the streets … it is a win for our community.”

The big Class 8 Mack Trucks are powered by a pair of electric motors putting 400 combined kW (about 536 hp) through a 2-speed Mack Powershift transmission that offers a barely believable 4,051 lb-ft of peak torque output. That’s over 40% more power than the first generation LR Electric released in 2019 – and this iteration can charge the 376 kWh batteries fully in under two hours at 150 kW.

The two trucks are charged overnight at the city’s truck depot, using a pair of ChargePoint-provided DCFC dispensers.

“Five years ago, Madison had no electric vehicles in its fleet,” continued Mayor Rhodes-Conway. “Today, we have more than 100 full electric vehicles, 150 hybrids, and, thanks to the Biden-Harris administration, 62 new electric buses that will serve our bus rapid transit system. Electrifying heavy-duty vehicles is on the forefront of zero-emissions technology. Madison will help demonstrate the performance of these new electric garbage trucks in real-world conditions and help quantify the long-term savings associated with eliminating fossil fuel costs and reducing maintenance expenses.”

Electrek’s Take

Municipalities all over the country are starting to understand that electric garbage trucks offer real advantages – and not just financial or environmental ones – that make life for people who live and work with and near them a whole lot better. Madison’s mayor obviously gets it, and these two Mack HDEVs will surely not be the last.

SOURCE | IMAGES: Mack Trucks, via Facebook.

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Tesla Model Y Havnby air mattress adds stars to Camp Mode

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Tesla Model Y Havnby air mattress adds stars to Camp Mode

Havnby Tesla Model Y mattress

With Camp Mode, Tesla started a new era for car campers. Quiet climate control, a multimedia entertainment display, a glass roof, and a large rear flat compartment area that easily fits most 6′ adults with a mattress mean that hotels on long solo drives are now optional. It can also be a nice camping option for those who don’t want to sleep on the ground, a convenient nap spot, or a nice place to relax and (Netflix and?) chill with that special someone.

When my dad got sick during Covid, I spent a lot of time on the road driving from New York to Ohio. I’d leave at night and usually start to get tired somewhere near the middle of Pennsylvania. Instead of getting a COVID-friendly hotel room, I’d just pull into a parking spot near or adjacent to a Supercharger. At the time, I was using a Havnby roll-out mattress, which was comfortable but really didn’t have the back support of a thicker mattress. Because I only planned to sleep about 4-5 hours, the mattress worked mostly fine and saved much time and money.

Unfortunately, the rollout mattress has some downsides. For one, it leaves lots of room on the sides and below for things to fall down. Phones, glasses, and wallets were all susceptible to these gaps, especially after tossing and turning. The worst part is that the pillow would often fall down behind/between the front seats.

Also, in terms of support, the mat doesn’t have great support for hips and back and required occasional mid-sleep movement to avoid pain.

So that’s where the larger inflatable mattress comes in…

Havnby’s air mattress fits inside a bag that can be stored in the Model Y subfloor “tub” or in the frunk for emergencies and that’s where mine usually lives. I also can easily fit some sheets, a blanket and a pillow/case as well. This is nice because you never know when the sandman is going to come in the middle of a long drive.

Deploying the air mattress can be done in under 60 seconds and as you can see in the video above, can be done with one hand. Steps:

  • Put down the back seats (can be done from rear)
  • Open Tub false floor and put bag on floor.
  • Lay out deflated mattress with inflator on your left side
  • Find 12V lighter adapter and plug into lighter receptacle. Turn dial to “inflate”.
  • As it inflates, grab sheets and put them on
  • Grab pillow and blanket and it is sleep time!

The air mattress expands to the edges of the seats and rear compartment and hugs the doors and wheel wells, not only ensuring the maximum amount of car camping square footage but also making it hard for things to fall around the sides. At 4.5-inches of thickness and sloping to 7 degrees of the rear seat incline, the air mattress, when inflated, is many times more comfortable than the other mats. I’ve noticed that it stays inflated particularly well over not just one but multiple nights.

If I had one complaint, it would be the quality of the 12V adapter wire, which seems a little tiny. I haven’t had problems in months of use, but if I had to guess which part would eventually wear/break, it would be this. Of course, this would be a quick and cheap repair.

Tesla does make its own similarly-priced air mattress for the Modely Y but it is thinner, has a separate inflator and is typically out of stock.

If space and budget are flexible, you can do what I do and put a mat mattress on top of the air mattress for the most comfortable, yet still portable solution. With the glass roof and premium sound, I’m tempted to forgo my regular bed and sleep on clear nights under the stars!

The experience has been amazing. You can listen to music or watch movies in a glass-roofed, temperature-controlled environment.

Grab the Havnby Tesla Model Y mattress ($249) or many of their other Tesla accessories at the online store and get a free gift. Makes an amazing holiday present for hard to shp for Tesla Model 3/Y owners. Check out other gift ideas in Electrek’s Tesla Shop.

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Author Seth Weintraub

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Are Electric Vehicles Good or Bad for the Economy?

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Are Electric Vehicles Good or Bad for the Economy?

Is transitioning to more electric vehicles (EVs) good or bad for the economy overall? — Richard T., Boise, ID

According to the S&P Global Mobility Forecast, EV sales have surged so substantially over the past two decades that about 50 percent of the vehicles on the road by 2040 are projected to be electric. Individuals who can afford the initial cost of an EV substantially reduce their carbon footprint while enjoying an average of $2,200 annually in fuel and maintenance savings. On a national level, however, experts have debated whether or not the increased electric utility revenue, job creation and decreased oil dependence associated with EVs outweigh the costs of charging station installation and electrical grid upgrades. 

Charging a Ford Mustang Mach-E
Charging can increase local business income

Only 50 percent of the electrical capacity of the U.S grid is used, so as to accommodate large swings during peak demand. Ninety percent of current EV charging occurs at homes and places of business during off peak hours, thus, the amount used does not yet meet capacity. Two California utilities, Pacific Gas and Electric (PG&E) and Southern California Edison (SCE), have found that EVs in their service areas contributed $806 million more in revenue than in associated costs, which drove rates down for all customers. If utility revenue remains higher than utility cost, EVs will lower the rate paid by all ratepayers. Conversely, if utilization approaches capacity, costly grid upgrades amounting to $3 billion across the U.S will be required. 

The Economic Benefits Go Beyond the Car

The McKinsey Center for Future Mobility estimates that as the number of EVs increases, hardware, planning and installation costs of an expected 1.2 million public and 28 million private chargers will reach more than $35 billion. Though costly, charger installations create jobs, possibly lowering unemployment. Furthermore, a study by MIT found that charging stations boosted annual spending at nearby businesses.  

truck refueling
When big rigs go electric, they’ll need more electricity

The largest economic benefit of transitioning to EVs is a decrease in oil reliance. The U.S relies upon oil for 85 percent of transportation needs, and depends upon foreign providers to meet this demand. Oil price fluctuation is implicated in the majority of recent recessions, including in 2022, and is directly linked to consumer sentiment. Increased reliance on a domestic and diversified electrical grid will separate the U.S. from more economically volatile nations, positively impacting the U.S. economy.

Installing public chargers and upgrading the electrical grid will undoubtedly pose a large cost to the U.S. Still, job creation, utility company revenue and less oil dependence are projected to make it all worth it. In the long run, transitioning to EVs is projected to positively impact the economy. However, these estimates are based on a model whereby the utility cost of EVs is less than the increased revenue to electric providers. Time will tell whether this model holds true. 

SOURCES: USC Economics Review, usceconreview.com/2022/11/14/the-economic-consequences-of-electric-vehicles/; Science Daily, sciencedaily.com/releases/2024/09/240904141512.htm.

EarthTalk® is produced by Roddy Scheer & Doug Moss for the 501(c)3 nonprofit EarthTalk. See more at https://emagazine.com. To donate, visit https://earthtalk.org. Send questions to: question@earthtalk.org.

The post Are Electric Vehicles Good or Bad for the Economy? first appeared on Clean Fleet Report.

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Author Roddy Scheer

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765 hp AUDI E ditches the four rings, keeps the sexy wagon aesthetic

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765 hp AUDI E ditches the four rings, keeps the sexy wagon aesthetic

Static photo, Colour: Morning Haze

Audi is embracing its future in China with the launch of a new Chinese market electric sub-brand called AUDI that ditches the iconic “four rings” logo in favor of four capital letters – but one thing it hasn’t ditched is AUDI Audi’s sexy teutonic long-roof design language.

As you might expect from an Audi-issued press release that claims AUDI is a new and distinctive thing that’s totally separate from Audi, it’s a difficult and confusing read. Check out this sample and you’ll see what I mean:

The first premium car brand to enter the Chinese market back in 1988, Audi was a pioneer. As it launches its new brand AUDI in cooperation with SAIC, the company now underlines its claim to this role. AUDI is shaped 100-percent by the Audi DNA and embodies “Vorsprung durch Technik” in the era of electric intelligent connected vehicles. The AUDI E concept car was jointly developed by experts from both Germany and China. It offers a preview of three future production models to be introduced from mid-2025.

Audi Media Center

Which – I dunno. Maybe you’re smarter than me and this all makes sense. Regardless, Audi seems serious about this new AUDI thing, and the first vehicle to debut wearing the new nameplate does seem to share in the Audi DNA we’ve come to know, if only because it’s an AWD wagon and not a more generically-shaped SUV.

The AUDI E concept, itself

Audi AUDI E concept for Chinese market; via Audi.

Co-developed with Chinese auto giant SAIC, the AUDI E Concept is about 4.8 meters long, putting it squarely in that BMW 5-series, Mercedes-Benz E-class range typically inhabited by the A6. Powered by two electric motors (one at each axle) putting out 570 kW (~765 hp) and 800 Nm (590 lb-ft) of torque to the ground through “signature” Audi quattro four-wheel drive, which enables the AUDI to rocket from 0-60 mph in about 3.5 seconds.

The concept car is equipped with a 100 kWh battery pack that AUDI parent company Audi says is good for up to 700 km of range (~430 miles) on the Chinese cycle. The wagon’s Advanced Digitized Platform also boasts an 800 volt system architecture that enables “super-fast” charging, adding more than 220 miles (370 km) of range just 10 minutes.

Electrek’s Take

Audi’s official press release says that the use of “AUDI” in lieu of the nearly century-old Auto Union rings “signals both the connection to, and differentiation from, the sister brand.” Now, call me cynical, but that seems both confusing and somewhat cowardly to me – if Audi wants to sell more affordable models in China under a different brand name, it already has one: Volkswagen.

Creating an AUDI that isn’t really an Audi is just bizarre, and I can’t imagine this move helping create the kind of positive energy that VW and Audi needs to dig themselves out of trouble.

SOURCE | IMAGES: Audi.

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Author Jo Borrás

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Electric Mazda SUV arriving in 2027, CX-5 hybrid under development

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Electric Mazda SUV arriving in 2027, CX-5 hybrid under development

Mazda on Thursday provided an update on its powertrain development efforts, which will emphasize bringing more development work on all-electric and hybrid powertrains in-house going forward.

After launching the low-range MX-30 crossover, which has already been discontinued in the U.S., with all-electric and range-extended powertrains, Mazda has leaned on partners for electrification. A hybrid version of the CX-50 crossover SUV arrives for the 2025 model year with a Toyota-sourced hybrid system, while the EZ-6 electric sedan was developed in partnership with China’s Changan Automobile.

Mazda electrification plans for current decade

Mazda electrification plans for current decade

Now Mazda is trying to stand on its own. In Thursday’s presentation, the automaker said it was developing its own hybrid system to be used in the next-generation CX-5 crossover SUV launching sometime between 2025 and 2027. After the CX-5, the hybrid system could then be applied to larger models, Mazda said.

Closer to the end of that time frame, around 2027, Mazda also plans to launch an electric SUV based on its own dedicated EV platform, with a plug-in hybrid variant also possible. This will be sold alongside an electric SUV co-developed with Changan.

2025 Mazda EZ-6

2025 Mazda EZ-6

Mazda also confirmed that it had inked battery supply deals with AESC and Panasonic to secure needed battery volumes up to 2030. A new factory in Japan’s Yamaguchi Prefecture will assemble cells from Panasonic, with which Mazda has been in talks since at least 2023, into modules.

Development of internal-combustion engines will continue as well. In the same presentation, Mazda announced a new Skyactiv-Z family of 4-cylinder engines due to launch in 2027, and said that it reinstated a rotary-engine development team in February. The MX-30 currently uses a small rotary engine as a range extender, but this hints at broader use of the piston-less engines that are a big part of Mazda lore. The automaker in May also allied with Subaru and Toyota to find ways to further reduce emissions from combustion engines.



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Author news@greencarreports.com (Stephen Edelstein)

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‘UK-first’ intercity battery trial train outperforms diesel

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‘UK-first’ intercity battery trial train outperforms diesel

UK battery trial train
Photo: Hitachi Rail

A “UK-first” intercity battery trial train proved that single battery technology can outperform diesel engines cost-effectively.

Hitachi Rail, Angel Trains, and TransPennine Express just wrapped up the trial, which took place in the north of England. It proved that powerful batteries offer significant benefits for emissions, fuel savings, and air quality.

Hitachi has already rolled out passenger battery trains in Japan and Europe, like the Masaccio hybrid in Italy. The intercity battery trial train in the UK demonstrated that the 700 kW battery could push the train past 75 mph and power it for over 70 km. The battery matches the weight of a diesel engine and is installed in the same undercarriage space, ensuring no risk of track degradation and no impact on the passenger environment.

The battery trial train delivered better-than-expected results in fuel savings, cutting fuel costs by 35-50%. One key way it achieved this was with an “Eco-mode” where the battery fully powered sections of the route, showing that the technology is more than ready for real-world use.

This success gives Hitachi the green light to move on to a full intercity battery-electric train, with an estimated range of 100-150 km. That would allow significant stretches of non-electrified routes to go battery-powered, avoiding the need for expensive infrastructure like overhead wires in tunnels or stations.

UK Rail Minister Lord Hendy said:

Rail is already the most environmentally friendly form of public transport, and the success of this trial will pave the way for even greener, more reliable journeys for millions of passengers.

This technology will play a vital role as we deliver our ambitious plans to transform and decarbonize the railways, and it could open the door to a more affordable expansion of the network for communities across the country.

Hitachi Rail is the only train manufacturer developing a battery product using the UK battery supply chain, and it’s collaborating with Innovate UK and the University of Birmingham to develop next-gen battery technology.

To limit power outages and make your home more resilient, consider going solar with a battery storage system. In order to find a trusted, reliable solar installer near you that offers competitive pricing, check out EnergySage, a free service that makes it easy for you to go solar. They have hundreds of pre-vetted solar installers competing for your business, ensuring you get high-quality solutions and save 20-30% compared to going it alone. Plus, it’s free to use and you won’t get sales calls until you select an installer and you share your phone number with them.

Your personalized solar quotes are easy to compare online and you’ll get access to unbiased Energy Advisers to help you every step of the way. Get started here. –trusted affiliate link*

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Author Michelle Lewis

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Enhancing industrial EV battery performance in emerging non-automotive and off-highway markets

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Enhancing industrial EV battery performance in emerging non-automotive and off-highway markets

With the increasing push towards sustainability and efficiency, the electrification of industrial vehicles is not just a technological milestone but a necessity. As electric vehicles (EVs) revolutionize transportation and extend their reach into diverse industrial sectors, the demand for robust and reliable battery systems becomes ever more critical. 

Revolutionizing Industrial Battery Technology

Industrial batteries, particularly those used in EVs, are subject to extreme conditions and rigorous demands. These batteries must maintain optimal performance over extended periods, often in environments where conditions can be severe. The efficiency of a battery is significantly hampered if it cannot effectively manage the heat generated during operation. Poor thermal management can lead to decreased performance, safety hazards like thermal runaway and an ultimately reduced lifespan.

Moreover, EV batteries need to demonstrate remarkable durability and reliability to withstand the mechanical stresses and vibrations inherent in industrial applications. This is where thermally conductive structural adhesives play a critical role, ensuring the battery components remain securely bonded while facilitating effective heat dissipation.

Thermal Management and Durability

Poor thermal management in batteries can lead to decreased performance and safety hazards. Parker’s CoolTherm® TC-2002, a two-component adhesive system, is engineered for superior thermal conductivity. It enhances heat dissipation, reduces overheating risks and promotes battery longevity. The structural adhesive’s robust mechanical bonding maintains structural integrity, vital for industrial applications where batteries are subject to constant motion and vibration. Additionally, properties like flame retardancy and electrical isolation make CoolTherm TC-2002 an optimal solution for safety and performance reliability.

Real-World Industrial Applications

In real-world scenarios, Parker’s CoolTherm thermal management materials have been instrumental in enhancing the performance and reliability of EV batteries used in sectors such as construction, mining, agriculture and logistics. An electric forklift manufacturer integrating CoolTherm TC-2002 into their battery design, for example, will achieve improved heat management and structural support. This integration not only extended the battery life but also contributes to the forklift’s overall energy efficiency and operational safety.

Emerging Markets Fueling Advanced Battery Demand

Beyond traditional automotive applications, several emerging non-automotive EV markets are rapidly adopting advanced battery technologies. Each sector presents unique demands and opportunities for growth.

  • The Warehouse Revolution: The warehouse sector, which includes electric forklifts, personnel carriers and stock chasers, is rapidly shifting from nickel batteries and propane powertrains to lithium-ion battery powertrains. Lithium-ion battery technology has enabled greater adoption of electric power versus propane or natural gas but is also driving a switch from nickel batteries to Li-ion. The market for electric warehouse equipment is projected to experience substantial growth due to rising demand from the e-commerce industry, a growing focus on sustainability and advancements in battery technology. 
  • Transforming Transportation: Trucks and Buses: Electric trucks and buses are gaining momentum, spurred by technological innovations and stringent emission regulations. The anticipated cost parity with diesel trucks and buses accelerates their adoption, further supported by battery advancements promising enhanced performance and reduced environmental impact.  
  • Construction Industry Electrification: Electrification in construction equipment is gaining traction, with electric machinery requiring batteries that withstand harsh environments. The heavy-duty electric vehicle battery market, including those used in construction applications, is adapting to these needs with ruggedized battery designs and is expected to experience significant growth, with forecasts indicating a Compound Annual Growth Rate (CAGR) between 10% and 15% over the next decade. This growth is driven by increasing environmental regulations, rising fuel costs and advancements in battery technology that can better suit demanding construction needs. A documented benefit also exists from reduced pollution and worker hazards in poorly ventilated construction environments. Moreover, inner-city noise-related ordinances regulate the operating hours of loud diesel construction equipment, but these restrictions may not apply to quieter electric alternatives. 
  • The Rise of Electric Motorcycles: Globally, the electric motorcycle market is experiencing exponential growth, with projections indicating an expansion from a $30 billion market to over $140 billion by 2030. This surge is largely fueled by lithium-ion batteries, whose lightweight design and high energy density meet the specific demands of this sector.
  • Marine and Aerospace Innovations: Marine and aerospace industries are tapping into advanced battery technologies, with market projections indicating significant growth. These sectors focus on developing batteries that address challenges like corrosion resistance and weight constraints, often involving hybrid systems and renewable energy solutions. The global marine battery market alone is expected to expand from $1.3 billion in 2024 to $5.4 billion by 2032.

Challenges and Solutions in Non-Automotive EV Battery Development

In the realm of non-automotive electric vehicles (EVs), industrial batteries encounter distinct challenges that are critical to their performance and safety. For one, effective thermal management is paramount to prevent overheating and ensure reliability during charging and discharging cycles. Additionally, achieving weight reduction without compromising battery performance is essential for enhancing vehicle efficiency.  

Closeup of electric vehicle battery cell assembly line in mass production. Concept Electric Vehicle Technology, Battery Production, Automotive Innovation, Industry Trends

The need for robust sealing solutions is equally crucial, as it protects battery enclosures from environmental factors and maintains operational integrity. Furthermore, enhancing the durability and longevity of these batteries is vital to withstand the rigorous demands and conditions they face. Addressing these challenges is fundamental to advancing the capabilities and safety of industrial batteries in non-automotive EV applications.

Parker leverages its expertise in advanced materials and technologies to tackle the formidable challenges faced by battery manufacturers in the non-automotive EV sector. By implementing cutting-edge thermal management solutions, optimal heat dissipation is achieved, safeguarding against overheating and enhancing overall battery reliability. 

Additionally, encapsulants and potting compounds, including the CoolTherm portfolio, are designed to improve the durability and longevity of battery packs by providing robust protection and thermal management. Parker tailors these solutions to meet the specific needs of non-automotive EV applications, ensuring optimal battery performance and reduced downtime.

Capturing Opportunities in a Dynamic Market

The demand for advanced battery technologies is set to grow as industries continue to innovate. The industrial battery market reflects a broader commitment to sustainability and operational efficiency, with sectors like construction, transportation and logistics leading the charge. As these industries continue to innovate, so will Parker. With tailored solutions, Parker continues to not only meet but exceed the specific needs of each sector. Parker invites you to explore how their advanced technologies for batteries can empower your operations and drive success in these dynamic markets. 

Integrating thermally conductive adhesives, such as Parker’s CoolTherm TC-2002, into battery systems underscores the strides being made to enhance performance and safety. By managing thermal loads effectively, these adhesives extend battery lifespan, improve safety and ensure consistent performance even in challenging environments.

For businesses aiming to capitalize on these market opportunities, understanding the evolving landscape and the role of advanced battery technology is crucial. Parker’s solutions offer a pathway to success, empowering operations across diverse sectors with tailored technologies that meet specific industry needs.

The electrification of industrial vehicles and the rise of non-automotive EV markets signal a new era in battery technology. By addressing key challenges in thermal management and durability, and exploring emerging markets, industries can leverage these advancements to drive growth and innovation.

For more insights into how Parker’s advanced technologies can revolutionize your industrial battery systems, visit their website or reach out to their team to explore the latest in thermally conductive adhesives and other cutting-edge solutions.


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