How BMW is lowering its diesel truck CO2 emissions by 50%

Published

2 years ago

November 3, 2023

admin

How do you make a long-haul diesel truck emit 50% less CO2 without changing a single thing about it? Sounds like a riddle, right? A new pilot solution embraced by BMW Group Logistik and supplied by partner firm Trailer Dynamics here in Germany, though, can do just that. I spoke with Mo Koellner from BMW and Michael Nimtsch from Trailer Dynamics about this tech on a call earlier in the week.

As to the answer to the above riddle: This is a semi-truck trailer that has a massive battery pack (up to 600 kWh) installed in its floor, and that battery powers an electrically driven axle underneath the trailer. The solution isn’t conceptually novel; e-trailers, or electrified trailers, have been on the market in various forms for a number of years now (though the technology is still in a relative stage of infancy). The basic principle is simple, too. By adding a battery-electric driven power source to a diesel tractor-trailer, you reduce the fuel consumption of the diesel portion of the system. In other words, you’ve created a plug-in hybrid-electric big rig. Pretty straightforward, yeah?

What makes Trailer Dynamics’ solution cool is just how “plug and play” it is. In fact, the company says that its electric trailers can work with any truck they are physically capable of hitching to. No trailer-to-truck connection is utilized; the e-trailer operates totally independently. Trailer Dynamics says this makes its product unique* in the space, as most other e-trailer solutions require active communication with the connected truck to enable the electric-assisted drive. BMW is currently testing TD’s solution on its BMW Group Logistik fleet. (*US-based Range Energy also claims to work with basically any truck, and their solution seems quite similar to Trailer Dynamics. We covered them back in May. The biggest distinction I’ve seen is that Trailer Dynamics offers far larger batteries and is designed for use with European tractor-trailer configurations. BMW’s fuel consumption figures also seem to indicate TD’s solution may be more efficient, but it’s hard to know how apples-to-apples these numbers are given the pack size differences.)

The way TD achieves this is down to a proprietary sensor pack that lives in the kingpin of the trailer. There, a computer control model takes input from the sensors (used to monitor various forces on the kingpin) and converts that data into a decision about when and how much power to apply to the electric motors in the axle. The logic of the system takes into account the sort of things you’d expect. For example, if the trailer knows the truck is currently stopped and is beginning a start — when large trucks tend to make use of their fuel most inefficiently — it will apply very substantial power to get the truck rolling. The result is a huge reduction in the amount of diesel used. Similarly, if the system detects the truck is going uphill, electric assist will be applied generously to minimize the effects of an otherwise high fuel consumption situation. According to TD’s website, factors like weather conditions, route topography, and traffic can also be considered, though it was less clear to me how these play in to when the trailer applies power. The system can also be configured to disable itself if the battery capacity reaches a predefined cutoff point (important, as fleet operators ideally want a minimum level of charge guaranteed at any moment).

The system itself is, by the standards of passenger electric vehicles, some very heavy-duty stuff. Battery packs of either 400 kWh or 600 kWh are employed (a 200 kWh unit is coming later), with the 600 kWh configuration being the most desirable among TD’s prospective customers. That’s because the economics of efficiency apparently pay off best for longer routes, where a larger battery is going to be necessary. The electric motor unit outputs up to 580 kW (777 hp), which is impressive, but it’s the insane 13,000 nm of torque that’s doing the heavy lifting (literally). Charging is also pretty damn quick, with the 800V architecture supporting 44 kW AC and up to 350 kW DC fast charging. The supersized figures here make sense when you consider the weights at play — BMW is testing TD’s trailers with a payload of 16 metric tonnes, or over 35,000 pounds. (Specifically, BMW has been using them to haul electric drive units for its passenger cars.)

As for the end efficiency, BMW is seeing fuel consumption lowered by nearly 50% on some of the long-haul routes it’s testing, meaning emissions on those routes are cut in half. Even on shorter routes, the figure is in excess of 45% fuel savings. Because BMW is using 100% carbon-neutral sources to recharge the trailer batteries, it estimates that each e-trailer could cut up to 120 tonnes of CO2 emissions from its fleet each year. For comparison, assuming a “typical” ICE car emits around 5 tonnes of CO2 annually, each trailer optimally utilized is like taking 60 cars off the road. All that is to say: It’s hard to overstate how much fuel a real big truck uses.

BMW has also been testing TD’s trailers with electric trucks, where the system effectively acts as a range extender. Depending on the specific truck, payload, and route, BMW says the range of an electric truck could be extended by a factor of 2-3x, opening up entirely new scenarios for the use of BEV tractor units. In one test, BMW used an unspecified Volvo e-truck in combination with a TD mega trailer to go over 600 km (373 miles) without recharging.

In a perfect world, diesel trucks would be replaced with electric ones wholesale. But in reality, the design principle of trucks as long-life assets means that ICE trucking will stick around a fair bit longer than combustion passenger cars. If we can reach a point where e-trailer systems like Trailer Dynamics’ are minimizing trucking fuel consumption at scale, though, we can still have a real net-positive impact on emissions while that transition occurs. And because this kind of system benefits both ICE and EV tractors (arguably, the latter even more so), this is a scenario where the hybrid step-transition makes much more sense. There’s nothing redundant being engineered here for the sake of ICE trucks; these trailers will retain their usefulness in the age of BEV trucking.

For BMW, the EV trucking side of the equation has an added bonus — the low-liner “mega trailer” configuration it uses for a large amount of its transport fleet greatly limits the range of available EV truck options. Using TD’s mega trailer solution as a range extender is thus an excellent way to work around that challenge. (Mega trailers are a high-capacity trailer class specifically developed for use in the EU, where they remain extremely popular. These space-maximized trailers require a particular class of truck chassis with a very low deck floor for towing, and that leaves very little room for a battery.)

As for the challenges of stuffing a massive battery in the bottom of an already super-heavy-laden trailer? They’re not nonexistent. According to BMW, TD’s solutions are best for shipping in “cubed out” configurations — that is, utilizing the maximum volume of a container, not its maximum weight. And sure, the battery cannibalizes some of the available space for cargo. But, over time and with the evolution and refinement of the system (weight reduction is one of TD’s immediate goals), greater and greater payloads will become feasible. Human behavior is another big factor to consider. Suppose a tractor operator is still driving like a leadfoot. In that case, it’s possible to mitigate a fair bit of the system’s fuel savings (BMW saw fuel consumption variability of up to 20% during testing based on driver). On the economics, BMW believes that e-trailers will significantly lower fleet operating costs, offsetting initially higher acquisition costs for the equipment.

Down the road, TD suggests it could also start using its tech to assist in the on-road safety of tractor-trailers, applying power or engine braking force for stability management (for example, if a truck is in danger of jackknifing). Right now, the company is just getting started, and currently has seven trailers in operation (an eighth was just delivered).

While cleaning up our passenger cars will have a real effect on global CO2 emissions, the impact of trucking transport is something we should all be considering, too. According to data from the IEA, road freight accounts for 30% of all global transportation emissions, making it the second-largest contributor behind passenger vehicles — and by a wide margin. (For comparison, all air and sea transit contribute just above 10% of global emissions each. Rail sits at a measly 1%.)

FTC: We use income earning auto affiliate links. More.

Environment

The Lexus LFA is back, and this time it’s 100% electric

Published

3 hours ago

December 5, 2025

admin

The Lexus LFA is back, and this time it's 100% electric

Lexus is bringing the sports car back, but this time the LFA will be fully electric and will be developed alongside the Toyota GR GT and GR GT3. Here’s our first look at the EV sports car.

Meet the electric Lexus LFA Concept

The LFA is making a comeback as a low-slung, fully electric supercar. Lexus unveiled the new LFA Concept on Friday, calling it a next-generation battery-electric (BEV) sports car.

Lexus said the LFA name “embodies the technologies that engineers of its time should preserve,” adding it’s “not bound to vehicles powered by internal combustion engines.”

The electric LFA is being developed alongside the Toyota GR GT and GR GT3 race cars. Although it will share core technology and other components, including the GR GT’s all-aluminum frame, the new LFA will arrive with a unique design and advanced interior thanks to its electric powertrain.

Advertisement – scroll for more content

Inside, the EV sports car features a yoke-style steering wheel, first showcased on the RZ electric SUV. The minimalist design is intended to create “a uniquely immersive environment,” according to Lexus.

At 184.6″ long, 80.3″ wide, and 47″ tall with a wheelbase of 107.3″, the electric Lexus LFA concept is about the size of many modern-day supercars, including the Aston Martin DB12 and Ferrari Roma.

The LFA EV will be centered on three key elements, shared with the GR GT, including a low center of gravity, a light but sturdy frame, and optimized aerodynamics.

Lexus has yet to reveal full details, aside from confirming the new LFA will be fully electric. With Toyota claiming it plans to launch its first solid-state battery in a high-performance vehicle by 2027, will the Lexus LFA be the one to debut it? We will find out more shortly.

While the new Lexus LFA is surprisingly an EV, Toyota is sticking to its roots with the GR GT, which will be equipped with a hybrid system that still uses a 4.0-liter V8 twin-turbo engine and a single electric motor.

Toyota announced similar plans to continue launching gas-powered vehicles under its new ultra-luxury Century brand.

Add Electrek as a preferred source on Google

FTC: We use income earning auto affiliate links. More.

Environment

Tesla launches ‘Standard’ Model 3/Y in Europe with aggressive pricing to stop bleeding sales

Published

4 hours ago

December 5, 2025

admin

Tesla launches 'Standard' Model 3/Y in Europe with aggressive pricing to stop bleeding sales

Tesla has officially launched new “Standard” trims for both the Model 3 and Model Y in Europe after launching them in North America. The automaker is aggressively positioning these stripped-down models to undercut competitors and arrest a painful sales slump in the region, with the Model 3 now starting at an impressive €36,990 in Germany.

As we reported recently, Tesla is facing a tough quarter in Europe. Registration data from November showed sales down 12.3% year-over-year, but the reality is even starker: if you exclude Norway, which is soaring due to incentives going away at the end of the year, Tesla’s sales in the rest of Europe have plummeted by over 36%.

To counter this, Tesla updated its online configurator today with these new entry-level options that significantly lower the barrier to entry, albeit with some notable compromises in features.

The Model 3 Standard: breaking the €37k barrier

The new Model 3 Standard is priced at €36,990 in Germany, France, and Italy. This is a massive psychological breach of the €37,000 mark, putting it well within swinging distance of mass-market ICE vehicles and undercutting key electric rivals.

Advertisement – scroll for more content

In the Nordic markets, the pricing is equally aggressive:

Norway: NOK 330,056
Sweden: SEK 449,990

Despite the lower price, the specs remain impressive. The Model 3 Standard is rated at 534 km (332 miles) of WLTP range. It achieves 0 to 100 km/h (62 mph) in 6.2 seconds.

Priced significantly lower than the next cheapest Model 3, like in North America, the new Model 3 Standard is a much better offer than the Model Y Standard,

The Model Y Standard: a tougher sell

The Model Y also gets the “Standard” treatment. It is now listed at €39,990 in the main European markets.

Tesla lists the Model Y Standard with the same 534 km WLTP range as the Model 3 Standard.

Like in North America, the proposition here is not as attractive as with the Model 3 Standard. It is closer in price to the ‘Premium’ version and, on top of losing almost 100 km of range, the Standard version comes with many fewer features.

De-contenting: What do you lose?

To hit these price points, Tesla had to cut costs. We are seeing a new level of “de-contenting” that is new for the brand. Tesla has always been known to cut costs aggressively and remove features it deemed not useful, but in this case, it cut things close to the bone.

Here is what is gone compared to the Premium/Long Range trims:

Seats: The full vegan leather is replaced by “partially textile seats”.
Rear Screen: The 8-inch rear display introduced with the Highland refresh has been removed.
Comfort: Heated rear seats are no longer included.
Audio: The system is downgraded to 7 speakers, removing the subwoofer and amplifiers.
Wheels: The alloy wheels are gone, replaced by steel wheels with plastic aero covers.

That’s on top of the more obvious exterior changes, such as removing the light bars, updating the front end, and losing the panoramic roof.

The Competition

This move puts Tesla in a fiercely competitive position against the influx of Chinese EVs and legacy European automakers.

Volkswagen: The VW ID.3 Pure has recently seen price cuts bringing it to around €29,760 in Germany with bonuses, but the Model 3 offers significantly more range and space. The ID.4 Pure, a direct Model Y competitor, sits around €40,335 , making the Model Y Standard slightly cheaper and arguably better specced in terms of software and charging network.
BYD: The Chinese auto giant is Tesla’s main headache right now. The BYD Atto 3 is priced at €37,990 in Germany. The Model 3 Standard now undercuts it by €1,000, while the Model Y is only €2,000 more expensive for a much larger vehicle.
Volvo: The successful EX30 starts around €36,000–€39,000 depending on the market. Tesla could threaten the higher end of the demand for this one.

As you can see, there’s some room for Tesla to work.

Electrek’s Take

There is no denying that Tesla is hurting in Europe. We always said that this was due to a combination of a stale lineup facing increased competition and what we’ve called “brand toxicity” stemming from Elon Musk’s political activism.

I’m actually a fan of the “Standard”/ de-contenting idea in the sense that it offers more options. Not everyone needs a rear screen or heated seats in the back.

However, I do worry about the value proposition, especially with the Model Y. The Model 3 makes a lot more sense to me.

I think this should help Tesla in Europe. It could stop the bleeding and help Tesla form a bottom in Europe.

FTC: We use income earning auto affiliate links. More.

Environment

Meet the Kia Vision Meta Turismo: Could this be the EV8? [Images]

Published

5 hours ago

December 5, 2025

admin

Meet the Kia Vision Meta Turismo: Could this be the EV8? [Images]

Kia is celebrating its 80th birthday with a bang. The new Kia Vision Turismo concept offers a glimpse of what will likely arrive as the EV8. Here’s our first look at it.

The Vision Meta Turismo is more than a concept car. It’s “Kia’s vision for a new era of mobility,” and what will likely become the EV8.

Kia unveiled the futuristic concept car during an event in Korea on Friday, celebrating the brand’s 80th anniversary.

Several high-profile executives were in attendance, including Hyundai Motor Group executive chair Euisun Chung and Kia’s president and CEO, Ho Sung Song.

Advertisement – scroll for more content

The Vision Meta Turismo concept pays homage to the 1960s era of long-distance touring, blended with Kia’s bold “Opposites United” design theme showcased on its latest electric vehicles, such as the new EV4, EV5, and EV6.

Although details are still pretty slim at this point, the concept car is expected to fill the EV7 or EV8 spot when it arrives in production form.

The low-riding GT looks like an electric successor to the Stinger, similar to the Polestar 5, with a sporty silhouette and aggressive front end.

Inside, the Kia Vision Meta Turismo offers a “lounge-inspired interior” with futuristic digital tech, unique design elements, and a spacious layout.

The yoke-style steering wheel “reimagines the next-generation intuitive driving interface,” Kia said. It’s equipped with three different digital modes: Speedster, Dreamer, and Gamer, which use an AR Head-Up Display (HUD) to create an immersive, personalized driving experience.

Featuring smart glass that’s integrated into the vehicle, the AR HUD projects graphics in front of the driver “as if they are floating above the road in three dimensions.”

Given Kia has already confirmed plans to cover nearly all segments, from the EV1 to the EV9, the concept is expected to be named either the EV7 or EV8 when it launches.