DHL puts 50 Orange EV yard trucks to work, plans to add 50 more
DHL was the first major company to put an all-electric class 8 yard truck into service in 2015. Now, DHL has 50 electric yard trucks from Orange EV in its logistics fleet, with plans to fully phase out diesel trucks by 2025.
Whether you call them terminal trucks, yard dogs, mules, or anything else, these heavy-duty trucks do work that’s ideally suited to electrification. It’s all low-speed, extreme-torque, short distance, high-precision operation, all the time. And the quiet, vibration-free, instant power operation of electric drive is in its element. DHL knows this better than most, which is why the company has electric yard trucks currently deployed at more than 30 DHL Supply Chain sites across the US – all part of DHL’s goal to both phase out diesel trucks by 2025 and reducing logistics-related carbon emissions to net zero by 2050.
“We cannot ignore the impact our operations have on the environment as a logistics company and therefore we are committed to implementing more sustainable approaches to doing business,” explains Stephan Schablinski, VP of “GoGreen” initiatives at DHL Supply Chain. “Through partnerships with companies like Orange EV we have been able to develop innovative solutions that reimagine the industry of logistics and take us closer to a green future.”
It’s worth noting, too, that the those first electric yard trucks DHL put into service back in 2015. Affectionally dubbed “Sparky I” and “Sparky II,” the electric semi trucks have individually clocked more than 24,000 hours and 17,000 hours of operation. What’s more: they’re still on their original battery packs.
“DHL Supply Chain’s first two Orange EV orders are a great example of how we work together to right-size a fleet’s EV projects to economically meet site specifications and rigorous duty cycles,” says Kurt Neutgens, Orange EV co-founder, President, and CTO. “DHL Supply Chain first purchased an Extended Duty truck and charger … and DHL’s well-trained, committed team maximized opportunity charging to keep both trucks running at peak efficiency.”
DHL Supply Chain announced plans to double its current electric yard truck fleet last month – a move that would bring them to 100 all-electric Orange EV class 8 trucks and 0 diesels over the next two years.
Electrek’s Take
There was a line in Orange EV’s press release that’s been playing “on repeat” in my head since I read it. “Diesel yard trucks which are often used just 5 years or 15,000 hours before maintenance and repair costs become prohibitively expensive,” it reads. “In its deployed fleet, Orange EV currently has 35 trucks exceeding 15,000 hours of operation – 14 of which have surpassed 20,000 hours – with many more that will cross those thresholds soon.”
I called Mike Switzer, my co-host on The Heavy Equipment Podcast and a fleet manager who’s tracked thousands of assets in his twenty-plus years in the industry, and asked him if that sounded right.
“Here’s the thing,” he said. “Typically, on-road fleets are tracked in miles. We do oil changes every 5-10,000 miles and try to maintain a 400-500,000 overhaul on the heavy equipment trucks. That’s barring clutch replacements, if needed, stuff that gets messed up. Now, with the automated manuals, a lot of that goes out the window and it all makes it to the rebuild point where we down the truck (hopefully scheduled) between 400 and 500,000 miles, so 15,000 hours you’re right there. Obviously a heavy haul places a bigger toll on the powertrain vs. someone that’s pulling general freight, but some of the general freight guys are going 900,000 or even a million miles on an engine just because of the work load. That’s not to say there’s not a place for electric, there definitely is and I think the yards and ports are a great place for it, but I wouldn’t say that 15,000 hours is any kind of real limit.”
Some quick, back-of-the napkin math tells me that 15,000 hours times an average 30 MPH would put us at 450,000 miles. Right in Mike’s 400-500,000 mile rebuild window, in other words. Admittedly, 30 MPH is high for a terminal truck, but the constant heavy load stop-and-go nature of a yard truck’s day to day more than makes up the difference in my view … and the fact that we’re talking about trucks that are coming up on 9 years of continuous heavy duty operation on the original batteries?
EVs can’t get a much better endorsement than that.
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Tesla has reportedly halted Cybertruck deliveries amid a problem with the motor of its giant windshield wiper.
The Cybertruck is equipped with the biggest wiper put on a consumer vehicle.
It’s the result of Tesla’s design, which aimed to have a straight line from the front-end all the way to the apex of the roof – resulting in nowhere to hide wipers between the hood and the windshield.
Instead, Tesla opted to have a single giant exposed wiper with a vertical resting position for aerodynamic reasons.
In my review of the Cybertruck, I noted that we had some problems with it, like starting on its own for no reason and staying down as a resting position rather than up. However, I chalked this up as being due to Tesla’s notoriously bad auto windshield wiper system, which is common on all Tesla vehicles – not just the Cybertruck.
Now, many Cybertruck buyers are reporting that Tesla has delayed their deliveries, indicating a roughly week-long halt on deliveries, and some were told by Tesla that it had to do with the windshield wiper motor (via Cybertruck Owners Club).
Some buyers were told that Tesla would have to replace the windshield wiper motor on all Cybertruck, but this has yet to be confirmed.
No recall notice has been released yet.
Electrek’s Take
As I previously reported, we had some issues with ours last month when reviewing the Cybertruck.
I chalked it up to the terrible Tesla auto wiper, but now that I think about it, it’s possible that it wasn’t that.
Tesla’s auto wipers are known to start when they shouldn’t and don’t start when they should. The Cybertruck’s wipers were doing that, but they were also starting and stopping at the bottom rather than at the top position and just staying there.
I’m not sure if it has to do with this or if it’s completely unrelated. I expect that we will learn more in the next few days.
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Bobcat unveiled the all-new TL25.60e electric telehandler concept at Intermat last month, with a 2.5 ton rated capacity, three electric motors, and the promise of unmatched energy efficiency and performance that’s objectively superior to diesel.
The Bobcat TL26.60e gets its energy efficient edge from its “actively cooled” li-ion batteries, which are designed to deliver consistent performance in any weather and help fleet operators maintain low running costs while maximizing efficiency and, as a consequence, savings.
Those batteries send power to three separate electric motors, one each to power drive, the rotating superstructure/cab, and the boom/attachments. Bobcat says the arrangement helps its electric telehandler concept consume energy only when it’s needed, and claims that the setup provides immediate responsiveness for all the machine’s movements. That kind of quiet, vibration-free precision control should make the TL26.60e’s operator cab a great place to work from.
Speaking of the cab, it’s the same one found in Bobcat’s larger TLS models, despite the TL26.60e’s smaller footprint. The compact nature of the the machine’s electric components means there’s room for stuff like that – and, as a consequence, more room for operators.
“At Bobcat, we are committed to innovative design that prioritizes both cutting-edge technology and operator wellbeing,” says Vijay Nerva, Innovation Lead, Bobcat EMEA. “Our integration of ergonomics and digitization, exemplified by the transparent T-OLED screen, allows us to introduce customizable, interactive features without compromising the comfort and spacious design of our cabs.”
The TL26.60e features a top speed of 25 km/h, a 6 meter lifting height, and a 2.5 ton lifting capacity. The liquid-cooled battery has a 30 kWh capacity, which should be good for a full shift at most low-speed job sites.
Electrek’s Take
Bobcat’s electric telehandler concept is still just that, but as more and more construction companies come up agains no-drip job sites, low emissions zones, tightening noise regulations, and the ESG goals of both corporate and government clients, it seems like only a matter of time before machines like this become more the rule than the exception.
SOURCES | IMAGES: Bobcat, via Heavy Equipment Guide, Canada.
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If you were looking to lease Chevy’s new all-electric Equinox, it just got a lot cheaper. Chevy cut Equinox EV lease prices by nearly $140 per month. With new offers, the Chevy Equinox EV can be leased for as little as $379 per month.
After kicking off Equinox EV deliveries last month, Chevy is already introducing significant savings opportunities.
On Chevy’s website, 2024 Equinox EV lease prices start at just $379 per month. The deal is for 36 months, with $3,198 due at signing. It includes 10,000 miles a year and is based on an MSRP of $43,295. GM included $500 off for qualified lessees.
With an effective rate of $468, the 2024 Chevy Equinox EV is nearly $100 cheaper per month to lease than the Tesla Model Y.
According to online research firm CarsDirect, Tesla Model Y lease rates went up $50 this month. The Long Range model now starts at $449 with $4,143 due at signing, or $564 per month.
Meanwhile, the RS trim is significantly discounted. The Chevy Equinox RS can be leased for $429 for 36 months. With $3,109 due at signing, that amounts to $515 per month.
Chevy Equinox EV lease prices drop to just $379/mo
Previously, the RS trim had an effective cost of $651 per month ($569 for 39 months and $3,209 due at signing), meaning it’s $136 cheaper per month to lease.
Based on CarsDirect data, GM raised the 36-month residual values on the RS model to 75% from 68%, while the lease rate dropped from 7.3% to 5.5%.
|
Chevy Equinox EV trim |
Starting Price |
| 1LT FWD | $34,995 |
| 2LT FWD | $43,295 |
| 2RS FWD | $44,795 |
| 3LT FWD | $45,295 |
| 3RS FWD | $46,795 |
Chevy’s current 2LT FWD is the cheapest model hitting dealerships, starting at $43,295. The lower-priced $34,995 will be available to order later this year. All trims are eligible for the $7,500 federal tax credit.
Although this is a significant deal, Chevy Blazer EV lease prices are even more appealing. The 2024 Chevy Blazer EV is listed at $369 per month for 24 months. With $1,679 due upfront, the effective lease rate is $439 per month, only $10 more than the gas-powered model.
Chevy isn’t the only one cutting EV lease prices. Honda slashed lease prices on its first electric SUV, the Prologue. The 2024 Honda Prologue now starts at $399 per month for 36 months (with $3,999 due at signing).
If you’re in the market for a new EV, you can take advantage of significant savings opportunities. Use our links below to find deals on popular models at a dealer near you.
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