Ford, Cummins and others break with industry to support strong EPA truck rule
The EPA is currently finalizing new rules to limit truck emissions, and a group of manufacturers including Ford, Cummins, BorgWarner and Eaton has broken with the industry to support the upcoming “Phase 3” heavy duty emissions rules, while the rest of the industry, led by Volvo and Daimler, continues to lobby against them.
The group of four companies calls itself the Heavy Duty Leadership Group (HDLG), and is launching its effort today to throw its influence behind a strong EPA Phase 3 truck rule.
The new rules have been in the works for some time now and are set to be finalized soon. They would build on EPA’s Phase 1 and Phase 2 truck rules implemented in 2011 and 2016, and would strongly reduce emissions for heavy duty vehicles. The rules would start applying to vehicles in model year 2027, gradually becoming more stringent over time.
The HDLG is formed of “companies of the willing” who have committed to reducing emissions, and each of them has skin in the game in terms of decarbonization of transport – Ford and Cummins produce electric trucks and powertrains, Eaton will be one of the largest suppliers of electrical transformers, and BorgWarner is heavily invested in hydrogen delivery.
The group’s statement of principles covers 6 points:
- The HDLG Companies support EPA’s ongoing efforts to achieve further de-carbonization in the transportation sector through a sound, achievable HD Phase 3 GHG rule that starts in MY 2027. The HDLG companies do not support proposals to delay the start of EPA Phase 3 HD GHG until MY 2030 or later.
- Each of the HDLG Companies has made public commitments to reduce its carbon footprint by aggressively cutting GHG emissions with near-term milestones and long-term net zero goals. These corporate sustainability principles underpin our support for finalization of an EPA Phase 3 GHG rule with urgency and not later than March 31, 2024.
- EPA should make a commitment in the final rule to conduct periodic Technical Assessments of a wide range of factors directly related to the pace of adoption of Zero Emission Tailpipe HD technologies, including: battery technology advancement, availability, and affordability; critical mineral sourcing and cost; deployment of an extensive and available charging/fueling network, supporting electrical grid and fuel infrastructure, and other factors.
- Long-term technology-neutral regulations provide industry with the confidence to deploy capital and resources that will result in high-quality job growth and technology leadership, which are critical in the de-carbonization of the transportation sector. The HDLG companies trust EPA to consider proposing future revisions through new rulemaking, if triggered by any major changes to the factors evaluated in EPA’s Technical Assessments, but the HDLG Companies are opposed to proposals for a “hard-wired off ramp” triggered by an infrastructure development or similar metric.
- Multiple technology pathways exist and must be considered in a technology-neutral manner to achieve EPA’s performance-based HD Phase 3 GHG standards. These solutions include hybrid powertrains; advanced engine technologies; hydrogen combustion; and electric and hydrogen zero tailpipe emission propulsion systems. To ensure technology-neutral, performance-based, standards, EPA should make a regulatory commitment within the Phase 3 Final Rule to propose near-term technical amendments to streamline hybrid certification test procedures.
- Achieving the Administration’s ambitious GHG reductions in the HD sector will require a “Whole of Government “approach involving DOE, DOT, EPA, and other Federal, state, and local government agencies working with the private sector to ensure that IRA and the Bipartisan Infrastructure Law funds are wisely invested across the U.S. economy to leverage a commercially viable HD infrastructure, which accelerates the adoption of zero-emission commercial vehicles.
Here, “off-ramp” refers to industry efforts to water down the Phase 3 rules with mandatory infrastructure checkpoints which, if not met, would invalidate the whole rule. The group opposes those off-ramps, and opposes delays in implementation of the rule.
To these companies, the most important point is regulatory certainty – after the previous administration was so committed to arbitrary & capricious rulemaking, leading to regulatory whiplash, this seems like something that the HDLG would like to avoid.
The phase 3 rule is otherwise being lobbied against by the Truck and Engine Manufacturers’ Association (EMA), a major lobbying group that represents truck manufacturers. The EMA wants to push the rule’s implementation back, and add “off-ramp” language allowing the rule to be scrapped if certain timelines are not met.
The group has quite an extensive member list, oddly including some manufacturers that have committed heavily to electric trucks, like Volvo, Daimler and GM (and even Cummins, who are a member of both HDLG and EMA).
Volvo Group North America and Daimler Truck North America seem to have taken particular interest in this rule, and are using the EMA to lobby against it. But despite lobbying against stronger rules, they still claim publicly to be fully committed to electric trucks. Quite the disconnect. Hmm.
One company that isn’t a member of the EMA, though, is Ford. Ford used to be a member, but broke with the group in 2022 after EMA lobbied against California’s low-NOx regulations.
Since then, EMA has made an agreement with California, signed on to by almost all of the companies mentioned in this article so far, to stop lobbying against clean air rules in exchange for some reasonable compromises. But soon after that agreement, other entities in the trucking industry took up the flag of opposition and are suing the state for the right to poison you and their employees.
Ford was also one of the companies which, along with BMW, Honda, and VW, announced support for California’s emissions regulations in 2019, while the republican-led EPA unsuccessfully tried to force dirty air on the state.
Meanwhile, Cummins recently got in big trouble with both the federal government and California, with a $2 billion penalty for violating emissions regulations with its diesel engines, echoing shades of the famed “dieselgate” scandal which VW and many other auto companies were involved in.
The HDLG doesn’t intend to stop with just these four companies though, and the group welcomes other companies to commit to its statement of principles and join their commitment to a path to decarbonizing the transportation sector.
Electrek’s Take
The one part of this “statement of principles” I worry about is point 5, which mentions “technology neutral” regulations that include “advanced engine technologies” (as if those even exist) and “hydrogen combustion” and other various watering-down of the goals of zero emission trucking. This sort of language has been used by industry many times in order to slow progress, so it’s a little troubling to see it here.
Hydrogen combustion, in particular, is troubling as it is currently counted as zero emissions by the EPA, but it really is not zero emission at all. Virtually all hydrogen produced today comes from fossil fuels (so-called “blue” hydrogen), not from cleaner sources like electrolysis of water (“green” hydrogen, aka, the better kind).
HDLG thinks it can be used to reduce emissions in the short-term while hydrogen infrastructure is built up to service future fuel cell vehicles. This could be a fair point, if we think hydrogen will ever become a viable transportation fuel (for consumer vehicles, likely not, but for heavy duty vehicles, it might find a useful niche).
However, the Union of Concerned scientists calls hydrogen combustion a “dead end” and a “bridge to nowhere,” and says the EPA must close the hydrogen combustion “loophole” and leave it out of the HD phase 3 rules.
That said, regarding the “technology neutral” language, EPA’s recent car rules were also written in a technology-neutral manner, and in that case, I consider this a real strength of those particular rules. Instead of proscribing a particular path to get to emissions reductions, the EPA rules center emissions reductions as the matter of first importance, and allow companies to use whatever methods they can to get to the stated goals. If you can somehow make a gas car 4x more efficient, then so be it – it’s just that, well, you can’t, so you’re probably going to end up going electric anyway, which we all know is where things are going so why is everyone trying to fight it anyway.
But keeping things technology neutral does still open up other clever options, like electric trailers, which can be done to immediately reduce a fleet’s emissions without having to modify any engine components whatsoever. Solutions like that may not be the end-all of zero emission trucking, but can help us fill the gap on the way to a zero emissions future.
So while I’m still a bit wary of the “technology neutral” language, and particularly the mention of “advanced engine technologies” and hydrogen combustion, I’m willing to take this move as an overall positive, since it can be rare to see industry supporting regulations, and here we have an example of some big players throwing their weight behind better emissions rules. So that’s nice to see.
Now, if only Volvo and Daimler could embrace the new rule instead of lobbying against them, and act like the zero-emission leaders they claim to be publicly, we could start making some progress on this “regulatory certainty” that companies are supposed to be so fond of.
FTC: We use income earning auto affiliate links. More.
Aventon has officially announced its latest electric bicycle, the Pace 4, adding advanced smart bike technology and enhanced rider comfort to its popular line of urban-friendly e-bikes. The Pace 4 builds upon Aventon’s successful formula of accessibility and ease of use, now augmented with new connectivity and security features that make it harder to steal and easier to get back.
At the heart of the Pace 4 is Aventon’s latest innovation: the Aventon Control Unit (ACU). The ACU significantly upgrades the bike’s intelligence and security capabilities, bringing GPS tracking, geofencing, and remote locking to the Pace 4.
With the addition of the ACU, riders gain the ability to monitor their bike’s location in real-time, set virtual boundaries that trigger alerts if the bike leaves a specified area, and remotely lock the rear wheel, helping to improve security and peace of mind. A startup passcode can also be enabled to further improve theft deterrence, ensuring the bike can only be activated by authorized users.
The remote locking and passcode can help deter some theft, but the GPS tracking makes it easier to get the bike back if it ever does find itself in the wrong hands. The GPS feature and the 4G data communication both require a 4G data subscription, which is provided complimentary for one year at the time of purchase.
Of course, there’s no such thing as a theft-proof bicycle, but these types of smart features help riders get closer to that goal. Plus, as bike thieves become more aware of which e-bikes include built-in GPS or other theft deterrence features, hopefully those models will become less attractive targets.
The Pace 4 doesn’t only upgrade its intelligence. Its performance and comfort have also received their own improvements.
Powered by a 500W rear hub motor rated for a peak output of 864 watts and 60 Nm of torque, the Pace 4 provides decent power for smooth urban commuting and enjoyable leisure rides. According to Aventon, riders can expect consistent and reliable performance across various terrains and riding conditions.
It may not match the 750W continuous-rated motors we often see in the North American market, which usually output peak power in the low four figures of watts, but it should still provide good power and climbing performance on moderate hills.
The Pace 4 features a 36V 20Ah battery, which Aventon states can deliver a range of up to 70 miles (112 km) when ridden in ECO mode. Of course, few people actually ride solely in the lowest power mode, and so the real-world range is likely to be somewhat lower – especially for riders who make ample use of the throttle. But with just over 720 Wh of battery capacity, the Pace 4 is likely still ideal for extended city commutes, recreational rides, and weekend exploring. And with the included torque sensor, the pedal assist is more responsive, giving riders more reason to let go of the throttle and enjoy the pedal assist performance.
The 27.5×2.1″ urban tires will be most at home on pavement but can likely still handle fairly smooth trails. Whether for daily commuting or leisurely outings, the bike seems outfitted for a variety of use cases.
The Pace 4 lacks traditional suspension but the bike does include a suspension seat post offering 2 inches (50mm) of travel. This feature absorbs shocks and vibrations from rough roads, preventing them from traveling up through the saddle and into the rider’s rear, enhancing the riding experience. Complementing this is an ergonomic handlebar design aimed at promoting a relaxed, upright riding posture, reducing rider fatigue on longer trips and increasing overall comfort.
Neither of these can replace true front or rear suspension, but they go a decent way toward adding more comfort to the ride.
Aventon has also emphasized accessibility with the Pace 4. It features a step-through frame design that makes getting on and off the bike much easier than swinging a leg over the rear, helping the bike cater to riders of all ages and abilities. Available in two frame sizes and three colors of Flint, Mica, and Blue Steel (grey, black, and light blue), the Pace 4 also offers a bit of variation to help riders dial in the size and style closer to their tastes.
Priced at $1,799, the Pace 4 is entering the market at a time when new tariffs are hammering e-bike prices. The model is now available for purchase through Aventon’s official website and Aveneton’s wide network of authorized dealers.
Electrek’s Take
The new Aventon Pace 4 sticks with the company’s recent drive to push the boundaries of e-bike technology, combining smart connectivity, enhanced security features, modest performance, and some nods toward comfort. I’d imagine the bike would appeal to a broad range of riders if it wasn’t for the price, which feels fairly high to me. Plus, the base model doesn’t include a rack, fenders, or other commuter staples that will only elevate the price further. That being said, the Pace 4 launches at a time when e-bike prices are expected to arrive across the board, either slightly for models built in various Asian countries or significantly for models built in China.
But ignoring the price (as hard as that may be), I do like what I see here. It’s hard to compare to Class 3 e-bikes with more powerful 48V systems, but this isn’t designed to compete with those models. It’s a more modest, easier-going model. But for its intended audience, it comes with some nice features that we don’t often see elsewhere.
I really hope features like built-in tracking become more common across the board, as they’re hugely valuable for riders.
FTC: We use income earning auto affiliate links. More.
British Columbia got its first 400 kW DC fast charger last week at Canadian C-store chain On The Run, but that’s not the good part. As part of a limited time offer, these chargers are FREE!
The Canadian convenience store chain just took the wraps off its new, ABB-developed, 400 kW chargers earlier this month, but they’re already planning to bring the ultra-fast 400 kW dispensers to at least four more locations in BC this spring, and have them online just in time for the summer road trip season – something On The Run hopes its customers will appreciate.
“The A400 charger delivers an enhanced customer experience, with reliability and performance from a 32-inch screen to higher power charging sessions and power sharing,” reads the company’s official announcement, via LinkedIn. “Download the Journie Rewards app to start the charge – free for a limited time.”
On The Run’s new 400 kW ABB DC fast chargers are compatible with CCS and CHAdeMO plugs, and can accommodate Tesla and other NACS-equipped vehicles with an adapter. That said, the company seems to imply that Tesla drivers in particular will have a maximum charging speed of “just” 50 kW, which feel hilarious (given the current state of affairs between Tesla and the Canadian government), but probably isn’t.
In addition to the ABB A400 400 kW units shown here, On The Run locations also employ the ABB Terra 184 dispensers rated at 180 kW. On The Run plans similar deployments at the four BC locations mentioned above, as well as two more each in Quebec and Ontario slated to go live towards the end of this year.
Electrek’s Take
Tesla’s controversial CEO Elon Musk once mocked 350 kW charging speed as being “for a child’s toy,” despite the fact that, nearly nine years later, his own cars and Superchargers can barely make it to 325 kW while others have sailed right on past. I made fun of that fact on the Quick Charge episode shown, above – and, while I do think it’s funny and relevant, the much more relevant piece of news here is that companies like BP Pulse, Revel, and Wallbox are actively deploying 400 kW solutions, today (while others hit the same mark as far back as 2017).
It’s just a fact: Tesla has fallen way behind.
SOURCE | IMAGES: On The Run, via Electric Autonomy.
FTC: We use income earning auto affiliate links. More.
Terawatt Infrastructure‘s first medium- and heavy-duty electric charging truck stop in California is now online, in Rancho Dominguez.
Located 12 miles north of the ports of Long Beach and Los Angeles, the private Rancho Dominguez site, which is shared among multiple fleets, will support electric trucking fleet operations in and out of the largest container ports in the US.
First customers include Dreaded Trucking, Hight Logistics, PepsiCo, Quick Container Drayage, Southern Counties Express, Tradelink Transport, and WestCoast Trucking & Warehousing.
Terawatt’s electric charging truck stop features 20 pull-through and bobtail DC fast charging stalls with a capacity of 7 megawatts (MW), enabling charging for up to 125 trucks per day using a simple reservations system. Terawatt’s site features a proprietary charge management system, in-house technicians, 24/7 customer service, and onsite parts management.
“This launch underscores growing collaboration between enterprises, shippers, carriers, and charging infrastructure providers to advance sustainable technologies across logistics and transportation operations, especially in the medium and heavy-duty sectors,” said Neha Palmer, CEO and cofounder of Terawatt. Palmer added that the company will bring another charging site online in Rialto, California, in June.
Terawatt joined some of the world’s largest shippers and carriers in September 2024 to launch the I-10 Consortium heavy-duty EV operations pilot, the “first-ever US over-the-road electrified corridor.” Terawatt is providing charging infrastructure, including software, operations, and maintenance support at six of its owned charging hubs along the I-10 corridor.
If you live in an area that has frequent natural disaster events, and are interested in making your home more resilient to power outages, consider going solar and adding a battery storage system. To make sure you 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 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*
FTC: We use income earning auto affiliate links. More.
-
Sports2 years ago‘Storybook stuff’: Inside the night Bryce Harper sent the Phillies to the World Series
-
Sports1 year agoStory injured on diving stop, exits Red Sox game
-
Sports1 year agoGame 1 of WS least-watched in recorded history
-
Sports2 years agoMLB Rank 2023: Ranking baseball’s top 100 players
-
Sports4 years ago
Team Europe easily wins 4th straight Laver Cup
-
Environment2 years agoJapan and South Korea have a lot at stake in a free and open South China Sea
-
Environment2 years agoGame-changing Lectric XPedition launched as affordable electric cargo bike
-
Business3 years agoBank of England’s extraordinary response to government policy is almost unthinkable | Ed Conway