Hyundai Motor Company has entered into a Memorandum of Understanding (MOU) with Swiss hydrogen company H2 Energy (H2E). Beginning in 2019 and over a five-year period, Hyundai Motor and H2 Energy will provide 1,000 heavy-duty fuel cell electric trucks and an adequate supply chain for renewable hydrogen.
The fuel cell electric truck is being developed according to European regulations. It features a new 190 kW hydrogen fuel cell system with two fuel cell systems connected in parallel, also a feature of NEXO. It is expected to deliver a single-fueling travel range of approximately 400 km (249 miles), and in order to secure sufficient range, eight large hydrogen tanks are being compactly installed, utilizing areas such as between the cabin and the rigid body.
The fuel cell electric truck features a distinctive design. It is presented in a simple and clean design which is also aerodynamically efficient, and features a spoiler and side protector.
The front grille symbolizes hydrogen through geometric shapes, giving the vehicle a unique and powerful look. The vehicle emanates an eco-friendly look with a blue color application and a bold side body graphic on the container, which also visualizes its dynamic character.
The supply of a fleet of fuel-cell electric trucks to H2 Energy marks Hyundai Motor’s first expansion of its FCEV leadership into the eco-friendly commercial vehicle sector. Hyundai introduced the world’s first mass-produced fuel cell electric vehicle, the Tucson Fuel Cell in 2013, and released NEXO FCEV this year.
The MOU signing ceremony took place in the IAA Commercial Vehicles 2018 exhibition’s convention center and was attended by key individuals from each company, including Hyundai Motor’s Executive Vice President and Head of Commercial Vehicle Division, In Cheol Lee, as well as Chairman of H2E, Rolf Huber.
H2 Energy is a company specializing in the production and supply of renewable hydrogen in Switzerland, with business subsidiaries in Germany, Norway and Austria. The company is experienced in the roll-out of an optimized hydrogen ecosystem, which focuses on commercial viability for all stakeholders.
H2 Energy plans to make Hyundai’s fuel cell electric trucks available to its Swiss customers starting with the dedicated members of the Swiss H2 Association, which includes several refueling-station operators, retailers and other customers focusing on eco-friendly innovative solutions for logistics and goods distribution.
To cater to growing opportunities in the sector, Hyundai plans to diversify its fuel cell electric commercial vehicle line-up. Currently under development is the medium-sized fuel cell electric truck (Payload: 4~5 ton) which can be used in the public services domain such as vehicles used for cleaning.
Hyundai Motor also introduced fuel cell electric express buses during the PyeongChang Olympics in South Korea last February and is currently conducting a pilot operation with fuel cell electric buses in South Korea’s major cities, whilst reviewing plans for mass production by 2020.
Domestically, FCEV taxis and car-sharing services are operating on public roads in Ulsan and Gwangju.
Hyundai Motor began the first fuel cell electric vehicle lease in the United States, also supporting its wider transport industry, including FCEV taxis, and car-sharing services to further support the spread of eco-friendly technology usage.
Rolls-Royce is launching a lithium-ion based energy storage system for ships. Rolls-Royce has been delivering energy storage systems since 2010, however the actual energy storage units were previously supplied by an external party.
Illustration of a ship system setup with batteries. This example shows a hybrid system for a tugboat. Source: Rolls Royce.
Energy storage is a major green investment for a ship owner. Returns are maximized when the system is correctly dimensioned for the specific ship, and includes intelligent power control.
Rolls-Royce now offers SAVe Energy, a cost-competitive, highly efficient and liquid-cooled battery system with a modular design that enables the product to scale according to energy and power requirements.
SAVe Energy complies with international legislations for low- and zero-emission propulsion systems.
The development work has been partly funded by the Norwegian Research Council of Norway’s ENERGIX program. The three ship owning companies Color Line, Norled and the Norwegian Coastal Administration Shipping Company have been partners in the development, ensuring that the energy storage system covers a wide variety of marine applications, including ferries, cruise vessels and multi-purpose vessels.
SAVe Energy is be delivered from the Rolls-Royce Power Electric site in Bergen, Norway, as part of the company’s offering of complete ship systems.
The electrification of ships is building momentum. From 2010 we have delivered battery systems representing about 15 MWh in total. However now the potential deployment of our patent pending SAVe Energy in 2019 alone is 10-18 MWh.
—Andreas Seth, Rolls-Royce, EVP Electrical, Automation and Control – Commercial Marine
SAVe Energy can be applied to several areas including peak shaving, spinning reserve and battery-powered vessels. Combined with an LNG- or diesel-powered engine in a hybrid solution, it will increase efficiency and reduce emissions, and can be coupled with most types of propulsion units.
In a hybrid set up, SAVe Energy handles the peak load, while the main power generators will relate to the average load and not reduce the propulsion units thrusting capabilities.
Battery systems have become a key component of our power and propulsions systems, and SAVe Energy is being introduced on many of the projects we are currently working on. This includes the upgrade programme for Hurtigruten’s cruise ferries, the advanced fishing vessel recently ordered by Prestfjord and the ongoing retrofits of offshore support vessels. As a system provider we can find the best solution considering both installation and operational cost.
—Andreas Seth
SAVe Energy is an ESU system (Energy Storage Unit), and was recently class-approved by DNV GL, confirming that SAVe Energy has been developed in compliance with the newest 2018 ruleset, and are accepted for installation on all vessels classed by DNV GL.
“The technology offers infinite range — range anxiety disappears,” said Gunnar Ashland, CEO of Elways, in a statement. But he goes on to talk about some unexpected benefits, as well. “Electrified roads will allow smaller batteries and (therefor) can make electric cars even cheaper than fossil fuel ones.”
“Such roads will allow (electric vehicles) to move long distances without big, costly and heavy batteries,” said Markus Fischer, a spokesperson for state-owned energy company Vattenfall. “The investment cost per kilometer is estimated to be less than that of using overhead lines, as is the impact on the landscape.”
With help from the New York State Energy Research and Development Authority, UPS is planning to convert many of its diesel powered delivery vans (UPS calls them “package cars”) into battery electric trucks beginning as soon as next spring. UPS currently has more than 2,200 trucks plying the streets of New York City. It expects 1,500 of them be electric by 2022.
The program is part of the governor’s program to reduce greenhouse gases within New York by 40% by the year 2030. Alicia Barton, president and CEO of NYSERDA said in a press release, “This project is a prime example of the State’s investment in new and innovative technology that can help us meet Governor Cuomo’s nation-leading clean energy goals. I applaud UPS and Unique Electric Solutions for their leadership in developing this system that can help reduce greenhouse gas emissions and has tremendous potential to be used by the entire delivery industry.”
“Public-private partnerships help push innovation forward and transform industries,” said Carlton Rose, president of global fleet maintenance and engineering for UPS. “This program will help UPS develop and deploy electric delivery trucks faster and more affordably. Because they are cleaner and quieter, electric vehicles are ideal for dense urban environments like New York City and are a critical part of our strategy for the future.”
NYSERDA will provide $500,000 in funding. The money will be used to pay for the development of an electric drivetrain provided by Unique Electric Solutions and to begin the conversion process. At the heart of the drivetrain is a 225 kW switched reluctance motor (SRM) with a high voltage back bone optimized for the duty cycle of UPS delivery trucks. It says its motors are simpler, cheaper and better suited to use in electric vehicles than conventional induction motors. In addition, they do not use the rare earth elements found in permanent magnet motors. The company claims is propulsion system provides more miles per battery charge, reduced charging times, and up to 20% greater efficiency.
Efficiency plays a vital role in making UPS profitable. So does being a good corporate citizen. The company has more than 8,500 alternative fuel and advanced technology vehicles in its fleet worldwide, including 770 electric or hybrid electric vehicles that are used primarily in urban settings. The company says by the year 2020, a quarter of all the new vehicles it purchases every year will use alternative fuels or advanced propulsion technology. It has invested more than $750 million in alternative fuel and advanced technology vehicles — including fueling stations for alternative fuels — since 2009.
Workhorse, an American company with headquarters in Ohio, has taken the wraps off its W-15 electric pickup truck. The reveal took place at the 2017 Alternative Clean Transportation EXPO in Long Beach, California on May 2. Afterwards, fleet managers were able to test drive the innovative W-15 — the first designed as an electric pickup truck from the ground up.
The first thing anyone thinks about when looking at a new pickup truck is styling and the W-15 has the sort of rugged good looks any truck owner wants. But the beauty of this truck is in how it is built. Composite and carbon fiber body panels are designed to shrug off dents, dings, and corrosion. You won’t see any of these vehicles driving around with gaping holes in the bodywork when they are a few years old. Sadly, many of the trucks from the Big Three automakers are little more than rusted out hulks before the last loan payment is made.
Underneath is a stainless steel ladder type chassis for strength and durability. The front end of the W-15 has 30″ of impact absorbing crush space built in to protect occupants in the event of a frontal collision. The truck also features automatic braking and a lane departure warning system.
The W-15 has a range extender gasoline engine sourced from BMW. It has a range on battery power alone of 80 miles. It can travel more than 300 miles more once the range extender engine kicks in. The battery pack is mounted low in the chassis for excellent stability but the truck still has a generous 12″ of ground clearance.
Here’s where the Workhorse W-15 really shines. It has two electric motors — on in front and one in back — for true all wheel drive capability. Total horsepower is listed as 460 and the company says it can gallop to 60 in 5.5 seconds. It is rated 75 MPGe by the EPA and gets 32 mpg city/28 highway when the range extender engine is operating. Can you think of any other full size all wheel drive pickup that hauls the mail as fast as the Workhorse W-15 and gets anywhere near 30 miles per gallon? Most of them don’t get even half that driving around town.
The W-15 is an electric vehicle first and foremost. It’s range on battery power is greater than most fleet vehicles drive in a typical work day, which means it could burn little to no gasoline in ordinary use. All it needs is to be plugged in at the end of the work day for it to be ready to got to work the following morning. But having the range extender engine means companies never have to worry about one of their trucks being stuck out in the boonies with a flat battery.
The W-15 has a load capacity of 2,200 lbs and can tow up to 5,000 lbs. It also features a 7.2 kilowatt outlet that can power tools and lights in the field directly from the battery without using the engine.Priced from $52,500, its durability, low operating costs, and reduced maintenance expenses should make it an attractive choice for fleet managers who place a premium on keep the total costs of ownership low.
Workhorse says it can build up to 60,000 W-15 pickup trucks a year at its factory in Indiana. So far, it has confirmed letters of interests for 1,500 units from a variety of companies including UPS, FedEX, and utility companies. It has no plans to sell the vehicles to private customers at this moment, but that could change once word about the W-15 starts to spread.
In advance of the official unveiling, Workhorse and Ryder Systems have announced a new partnership. According to a joint press release, “Ryder will be the primary provider of service and support for Workhorse vehicles in the United States, Canada and Mexico. Ryder will also serve as the primary distributor of the E-1oo, E-GEN and W-15 electric pickup in North America.
“Ryder is a leading maintenance provider of advanced vehicle technologies that maximize both cost-efficiency and environmental sustainability for our customers. Workhorse brings not only a strong track record in range vextended electric medium duty vehicles with the E-100 and E-GEN, but also a strong future in the light duty market with the range extended W-15 electric pickup,” said Scott Perry, Chief Technology and Procurement officer at Ryder.
“We’re excited to include Workhorse’s innovative range extended electric vehicles into our distribution and service network. This new strategic partnership will help us expand our advanced vehicle technology portfolio of innovative solutions within the commercial transportation industry.”
A report from Navigant Research claims that electric truck sales will grow from roughly 31,000 worldwide in 2016 to more than 332,000 by 2026. The research firm believes the growth will be driven by economics — trucks with hybrid, plug-in hybrid, or electric powertrains will simply cost less to purchase and operate over their useful lifetime than diesel powered trucks. The calculus in favor such vehicles will only improve over time as battery prices fall and charging infrastructure increases.
Diesel trucks today are becoming more expensive as manufacturers add costly pollution control systems such as exhaust after treatment and advanced fuel injection systems to satisfy stricter emissions regulations. The higher the price of new diesel trucks, the more competitive alternatives like hybrid, plug-in hybrid, and electric trucks become. In addition, am electric truck typically has significantly lower fuel and maintenance costs. A professional fleet manager has to look at total cost when choosing which truck to buy. Return on investment is one key metric that can skew the decision in favor of a vehicle with alternative power.
In an odd twist of fate, the Volkswagen diesel emissions cheating scandal has had a knock on effect on how the public looks at all diesel vehicles. The illusion of “clean diesel technology” has now been shattered, thanks to VW. Four of the world’s largest cities have pledged to ban diesel powered vehicles from their streets completely by 2025. It is unlikely they would have taken such agressive action had the VW scandal not raised public awareness of the environmental hazards of diesel engines.
Also, general awareness of global climate change is higher now than ever before, thanks to the Paris climate accords agreed to by all the world’s nations last December. More and more corporations are adopting stricter environmental guidelines for their businesses both out of a desire to increase their “green” credentials with customers and a because of a recognition that climate change is not a hoax created by the Chinese and must be dealt with seriously.
An electric truck may be a hybrid — a vehicle that utilizes an onboard fossil fuel engine to recharge their batteries. The engine can vary from the tiny 648 cc two cylinder engine used by Workhorse to the natural gas powered turbine developed by Wrightspeed that burns so cleanly it meets California’s strict emissions standards without a catalytic converter. It can also include a conventional gasoline or diesel engine that keeps batteries charged during the work day. Plug-in hybrids simply allow the trucks to be recharged when not in use, which means the onboard range extender engine needs to run less frequently.
Pure battery electric vehicles face obstacles such as high initial costs and relatively short range. But they may prove ideal for the “last mile” scenario that gets consumer goods from suburban warehouses to stores and customers in cities. Deutsche Post has begun manufacturing just such a vehicle which it designed in house. It will be perfect for moving consumer goods into the four cities that plan to ban diesel vehicles completely.
The hardest challenge for an electric truck is moving freight long distances. Diesel engines still excel compared to other power sources in the world’s fleet of tractor trailers. But changes are happening there, too. Nikola Motors has unveiled a prototype tractor with battery power and a hydrogen fuel cell range extender. Tesla Motors has hinted it may be working on an electric truck of its own, although no details have been released.
One thing seems certain. The days when the diesel engine was king of the freight hauling world appear to be numbered. That’s good news for the environment.
As exciting as the coming era of electric cars is, with its promise of swift, silent, emissions-free transportation for all, the truth is that trucks are some of the biggest polluters on the road. According to the US Department of Transportation, nearly 50% of all emissions from the transportation sector are attributable to light-, medium-, and heavy-duty trucks. So where are all the electric trucks? When will you be able to buy an electric truck? What’s going on in the electric truck startup world? For the purposes of this discussion, we will look at four categories of electric trucks — light-duty electric pickup trucks, light-duty closed electric delivery trucks & vans, long-distance heavy-duty electric freight trucks, and medium- & heavy-duty electric urban trucks.
Medium & Heavy-Duty Electric Urban Trucks
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Light-Duty Electric Pickup Trucks
America loves light-duty trucks like the Ford F-150, Chevrolet Silverado 1500, and Dodge Ram 1500. Sales of these vehicles are booming and manufacturers are scrambling to increase production to meet the demand. Chrysler is shutting down production of its Dodge Dart compact car and Chrysler 200 midsize sedan due to declining sales and focusing instead on making more Ram pickups and Jeep SUVs.
Why are there no electric trucks in the mix? Basically, the answer is that pickup trucks have a split personality. Most of the time they are used as the family daily driver. They go back and forth to work or take the kids to school. They are a passenger car with a load bed attached. But the beauty of a pickup truck is that it’s always happy to tow the boat to that cabin in the mountains or haul a camping trailer over vacation.
Lots of people also use pickup trucks in their trade or business. They haul rocks, gravel, building materials, and horse trailers. While electric motors have instant torque and are excellent at hauling heavy loads, a battery large enough to power a large vehicle loaded with cargo or towing a heavy trailer more than a few miles would have two huge disadvantages. First, it would have to be enormous. Second, such a large battery would make a truck far too expensive for most customers.
Some companies have toyed with the idea of a hybrid pickup truck. Ford and Toyota flirted with this idea for several years before Ford left Toyota standing at the altar like a jilted bride. General Motors says it is offering a hybrid Silverado in selected markets but the extra cost has kept sales from taking off. Dodge has shown no interest in electric trucks at all, preferring to meet tougher mileage rules with diesel engines.
Perennial industry gadfly Bob Lutz has been promising for years that VIA Motors would bring extended-range plug-in hybrid pickup trucks to market soon. The trucks would basically be Chevrolet Silverados fitted with a VIA-designed plug-in hybrid powertrain. News about VIA Motors has been conspicuously absent of late, however.
The only bright spot on the horizon for those hoping to drive a plug-in hybrid pickup truck comes from Workhorse. Based in Indiana, the company says it will bring a 5 passenger, 4 door extended-range electric pickup truck with 80 miles of range to market in 2018. Dubbed the W-15 (indicating is should have a carrying capacity of 750 pounds), the truck will have dual motors for all-wheel drive capability and a 60 kWh battery. No pricing details have been revealed.
The most unique feature of the W-15 is that it will have an onboard range extender gas engine — the same 647 cc two cylinder unit used by BMW in the range-extended versions of its i3 electric sedan. While purists may sputter that adding a gasoline engine goes against the whole purpose of making an electric vehicle, eliminating range anxiety is a crucial consideration for those thinking of laying down their hard-earned money for an electric vehicle. To sweeten the deal, Workhouse says its plug-in hybrid electric pickup will reduce fuel costs by 40% and routine maintenance expenditures by 60%. Those are the sort of numbers that gladden the heart of fleet managers.
Tesla’s Elon Musk has said from time to time that an electric pickup truck from Tesla is on his radar screen, but with the introduction of the Model 3 midsize affordable car expected in about a year and a Model Y CUV supposed to be after that, it may be a while before Tesla is able to turn its attention in that direction.
Light-Duty Closed Electric Delivery Trucks & Vans
When we think of trucks, we tend to overlook the hundreds of thousands of delivery trucks that scurry about every day delivering the millions of items that make daily life enjoyable. Whether it is delivery vans for flowers, packages, and mail or a work van that tradespeople like plumbers, electricians, and carpenters depend on, they are largely invisible to us. But why shouldn’t these vehicles be able to drive with fewer emissions while saving fuel and maintenance costs?
Almost no one is thinking about making electric trucks to serve this market, something Deutsche Post — known globally as DHL — found out when it went looking for an electric delivery van for its business. In the end, the company decided to just design and build its own. “We are purposely not reinventing the wheel. We do not produce a single component ourselves. Everything comes from a supplier,” Win Neidlinger, director of business development at Deutsche Post says. “We designed it as a tool. So the fit and finish does not need to be as good as in a passenger car,” he adds. “It did not cost billions to develop and produce. You will not believe how cheap it is to make.”
DHL’s bold gambit has struck a nerve. “They have opened up a new segment, one which the conventional carmakers have not discovered because they are too hamstrung by their own processes,” said Christoph Stuermer of PricewaterhouseCoopers. Volkswagen’s chief executive Matthias Mueller sulked: “I am annoyed beyond measure. I, of course, ask myself why Post did not talk to our VW Commercial vehicles division about doing something similar.” But apparently, Deutsche Post did talk to Volkswagen, among others, and was told to take a hike.
The market for electric delivery vans — with or without hybrid power — could be huge. Instead of fleets of trucks crisscrossing our cities spewing out exhaust emissions, urban skies could be forever less polluted, which would benefit everyone.
At first glance, the idea of an electric tractor-trailer hauling 80,000 lbs of cargo from Los Angeles to Long Island seems absurd. Wouldn’t that take a 20,000 pound battery? There would hardly be any room left over for the cargo. That doesn’t seem to concern the indomitable Elon Musk, however. When he revealed his Master Plan, Part Deux earlier this year, he included these thoughts: “The second part of the plan includes a Tesla pickup truck, a Tesla Semi, and new forms of urban transportation with high passenger density. We believe the Tesla Semi will deliver a substantial reduction in the cost of cargo transport, while increasing safety and making it really fun to operate.”
That’s it. No details, no specs, and no prices. Most people assume that the Semi will be a pure battery-electric vehicle with no range extender (engine) of any kind. It would be a betrayal of Tesla’s core values to use an internal combustion engine, wouldn’t it? That has led some to speculate that some kind of battery swapping system would need to be used.
Federal regulations limit the number of hours a truck driver can spend behind the wheel before taking a break for food and rest. Perhaps that downtime could be put to good use by swapping out a depleted battery and swapping in a new one? Or maybe Tesla will have come up with new quick-charging technology by then. A battery large enough to move a tractor trailer 400 miles or more would need to be 500 kWh in size or larger. Such an enormous battery would take hours to recharge in the absence of such a breakthrough.
Another company says it is hard at work on an extended-range electric tractor-trailer. Nikola Motors says its truck will have 2,000 horsepower, 3700 lb-ft of torque, a 325 kWh battery, 6 wheel drive with torque vectoring and a range of 1,200 thanks to an onboard natural gas—powered generator. Impressive stuff, if true. Not quite the pure electric vehicle Tesla probably has in mind, but far better than diesel emissions spewing from the exhaust stacks of all those 18-wheelers out there.
Nikola Motors “was quietly formed by founder and CEO Trevor Milton years ago to design and manufacture electric vehicles, energy storage systems, and electric vehicle drivetrain components,” according to a company press release. “By working together with some of the top engineering firms in America, we were able to design vehicles that have previously been thought impossible to design,” says Milton, who adds, “This is just the beginning of what’s ahead for America, our company and the electric vehicle market.”
That is all very interesting but will it ever actually build this electric hybrid tractor? “We’ll see,” said the Zen master.
Medium & Heavy-Duty Electric Urban Trucks
Ian Wright was one of the early members of the Tesla Motors founding team. He and Elon Musk had different ideas about how to move the electric car revolution forward. Each thought the other was looking at things through the wrong end of the telescope. Elon wanted to build a large all-electric premium sedan that would appeal to people who influence the opinions of others. Musk’s approach is logical and it has been spectacularly successful.
On the other hand, Wright believed that reducing the emissions of heavy diesel trucks that start and stop hundreds of times a day was more important. So he cashed in his Tesla stock and set off on his own to make heavy-duty plug-in electric urban trucks that would slash diesel emissions in urban communities. Wright had good reason to go in that direction. Such trucks account for about 8% of all diesel emissions even though they are just a small percentage of the overall truck fleet.
Ian started his own company which he calls Wrightspeed. Together with a team of talented engineers, he devised a heavy-duty truck that uses two electric motors that drive the rear wheels via a two speed gearbox. The instant torque provided by the motors is ideal for getting heavy trucks moving from rest and the motors can be switched to regeneration mode during deceleration to put some of that electrical energy back into the truck’s lithium-ion battery.
But the thing that really sets Wright’s trucks apart from anything else on the road is a two-stage gas turbine that is lighter and more efficient than any internal combustion engine. It can run on diesel, CNG, LNG, methane, biodiesel, kerosene, propane, heating oil, or any other combustible fuel. Because it only turns a generator and is not connected to the drive wheels, it can be set to spin at its most efficient speed — about 100,000 rpm. Wright says the turbine runs so cleanly it needs no catalytic converter to meet California’s strict emissions rules.
The truck has a range of 30 miles on battery power alone. Wright estimates that the combination of lower fuel costs and reduced maintenance expenses can save a fleet operator a half million dollars per truck during its average 12-year useful life. Slashing emissions while saving money is a winning formula for both the environment and fleet operators.
Wrightspeed currently offers the Route™ 250 powertrain for urban or suburban delivery; the Route™ 500 powertrain for city buses, beverage trucks, or other heavy delivery trucks making frequent stops; and the Route™ 1000 for refuse truck application (a product Wrightspeed wasn’t yet selling when we interviewed Ian last year).
Wrightspeed Route 250
Wrightspeed Route 500
Wrightspeed Route 1000
Wrightspeed earlier this year entered into an agreement with Mack Trucks to include its technology in Mack’s heavy-duty trucks. FedEx and others have been testing the company’s turbine hybrid powertrain for several years with positive results. It has recently moved to a larger facility and is ready to begin full production. Earlier this year, it signed a $30,000,000 deal with New Zealand’s NZ Bus to convert its diesel-powered coaches to Wrightspeed power. Diesel costs up to 3 times more on the island country than it does on the mainland. NZ Bus expects to recoup its investment in just a few years thanks to lower fuel and maintenance costs.
Summary
Most of the news regarding electric vehicles today is about passenger cars, but the most important area to focus on if the objective is to lower vehicle emissions is trucks. Light-duty trucks represent almost as much of the market as passenger cars, so carbon emissions from those vehicles deserve at least as much attention as emissions from cars. But the real benefits for the environment will come from replacing the diesel engines in medium- and heavy-duty trucks with clean electric power.
When it comes to passenger cars, the focus is on tax credits and other incentives to get people to buy. But when it comes to heavy trucks, it is just a case of economics. Diesel engine maintenance is expensive. Fuel costs can be low one year and high the next. Electric trucks protect fleet owners from variations in the cost of diesel fuel while slashing maintenance costs. The bottom line is that electric trucks are a sound business investment. The fact that they also pay big dividends for the environment is just a nice bonus for all concerned.
Companies that can bring electric trucks to market first will benefit. Those who are late to the party will suffer. If you have read this far, you will have noticed that the names of the big automakers are largely missing from the conversation. Just as with passenger cars, small innovative companies are ready to steal market share from the established industry leaders. By the time the big guys figure out what’s going on, it may be too late for them to profit from the coming electric truck revolution.
In May, the Nikola Motor Company appeared, seemingly out of nowhere, with a design for a natural gas- and electric-powered Class 8 commercial semi truck.
It is to be called the Nikola One, and the company plans to unveil a running prototype on December 2.
But it appears Nikola (pronounced NEEK-oh-la) will actually employ a somewhat different powertrain in its semi truck.
It was previously understood that the Nikola One would use natural gas-powered turbines to generate electricity to power the truck.
Now, the company says U.S. and Canadian-market versions of the truck will in fact use hydrogen fuel cells.
This seemingly-important piece of information was previously kept confidential "pending finalization of key supplier agreements," a Nikola press release said.
Nikola One natural gas-electric semi truck
The company still plans to produce a natural-gas version of the Nikola One, it said, but it will be sold only in countries where hydrogen fueling stations aren't available.
Nikola says it plans to ensure that sufficient infrastructure is available in the U.S.
It will build 50 hydrogen stations, with a goal of having its entire fueling network operational by 2020.
To produce hydrogen for these stations, Nikola will also build its own solar farms, which the company says will produce 100 megawatts or more of electricity apiece.
When it first announced its Class 8 truck back in May, Nikola had said it would build a network of 50 natural-gas stations.
It also offered 100,000 gallons of free natural gas to the first 5,000 customers who placed reservations for the truck.
Nikola One electric semi truck
It's unclear whether U.S. customers who took up that offer will now get free hydrogen instead.
Nikola claims the same range of 1,200 miles between fill-ups for its hydrogen powertrain as it did for natural gas.
The Nikola One is to be powered by six electric motors, good for a combined 2,000 horsepower and 3,700 pound-feet of torque.
That power is sent to the wheels via a two-speed transmission.
A 320-kilowatt-hour lithium-ion battery pack can also be recharged by plugging in, but the company doesn't expect that to be the main energy source.
Given the underdeveloped state of U.S. hydrogen-fueling infrastructure, Nikola may have no choice but to build its own stations to make its truck a viable option for haulers.
Nikola One electric semi truck
Hydrogen stations today are considerably more expensive to construct than gas and diesel fueling stations or electric-car charging sites.
But building a network along major highways to support a fleet of over-the-road trucks is somewhat less daunting than creating one dense enough to make hydrogen practical for drivers of passenger vehicles.
Given the very high number of miles covered by most diesel-powered commercial tractor-trailer rigs, the reductions in tailpipe and carbon emissions would be substantial even at a low number of such trucks.
Still, Nikola faces the same uphill battle as any other startup attempting to break into the vehicle market.
It faces a particularly tough challenge in trying to introduce a form of electric drive to commercial trucks at a faster pace than is generally considered to be possible.
We'll get a better idea of the company's chances when the Nikola One prototype is unveiled in December.
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