How BMW is lowering its diesel truck CO2 emissions by 50%
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%.)
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Environment
Podcast: how Elon killed Tesla Model 2, global EV sales surge, and Chinese EVs keep killing it
In the Electrek Podcast, we discuss the most popular news in the world of sustainable transport and energy. In this week’s episode, we discuss how Elon Musk killed Tesla Model 2, global EV sales surging, how Chinese EVs keep killing it, and more.
The show is live every Friday at 4 p.m. ET on Electrek’s YouTube channel.
As a reminder, we’ll have an accompanying post, like this one, on the site with an embedded link to the live stream. Head to the YouTube channel to get your questions and comments in.
After the show ends at around 5 p.m. ET, the video will be archived on YouTube and the audio on all your favorite podcast apps:
We now have a Patreon if you want to help us avoid more ads and invest more in our content. We have some awesome gifts for our Patreons and more coming.
Here are a few of the articles that we will discuss during the podcast:
Here’s the live stream for today’s episode starting at 4:00 p.m. ET (or the video after 5 p.m. ET):
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Environment
RadRunner e-bikes from $999, EcoFlow DELTA Pro 3 with solar panels $2,999, Anker Everfrost review, more
Well folks, the weekend is nearly here and before it officially arrives we’ve pieced together the latest roundup of Green Deals. Leading the pack today are RadRunner 2 and 3 Plus e-bikes from $999 as well as an EcoFlow flash sale that takes the brand’s robust DELTA Pro 3 with four 125W solar panels down to a new $2,999 low. We’ve also went hands-on with Anker’s SOLIX EverFrost 2 58L Electric Cooler, and the full review is waiting for you to scope out right here. There are also plenty of other deals from earlier in the week that are still live, so head below and we’ll get you caught up on what you may have missed.
Head below for more and, of course, Electrek’s best EV buying and leasing deals. Also, check out the new Electrek Tesla Shop for the best deals on Tesla accessories.
Rad’s ‘jack-of-all-trades’ RadRunner 2 and RadRunner 3 Plus e-bikes provide utility with mobility at low prices from $999
Having begun back in February, and now continuing with Rad Power’s current Earth Day Sale running through April 23, the brand still has two of its three RadRunner series e-bikes down at the lowest prices in their history, while the RadRunner Plus model has run out of stock. Starting with the lowest priced, you can hop aboard the brand’s RadRunner 2 Utility e-bike for just $999 shipped, bringing costs down from its $1,499 post-2024 tariff pricing. Before this price cut began, things had only ever fallen as low as $1,199 before the summer of last year, with discounts following July only ever dropping to $1,299. But with this shake-up, you’ll score $500 off the going rate for as long as supplies last, gaining a versatile means to commute and run errands at the lowest price we have tracked.
Given the moniker of Rad’s “jack-of-all-trades” model, the RadRunner 2 is an affordable means to get around during commutes, joyrides, errand running, and more. I see them, and their counterparts in the series, parked outside my local grocery store frequently, as more and more folks in Brooklyn seem to be finding them as a solid alternative to owning a car. You’ll get up to 50 miles of travel here with its four PAS levels activated at up to 20 MPH top speeds with its combination of a 750W brushless gear hub motor and the 672Wh battery. Along with the simplified control panel for its riding settings, it also comes stocked with a rear-mounted cargo rack that offers a 120-pound payload, puncture-resistant fat tires, a standard LED headlight, and an integrated taillight with both brake light and flash mode capabilities.
The upgraded RadRunner 3 Plus e-bike, meanwhile, is also still down at it’s newest all-time low of $1,699 shipped, brought down from $2,199. It sports the same 750W motor and 672Wh battery combination for achieving 45+ miles of travel through its five PAS levels at up to 20 MPH speeds. There are some notable differences here, like the Tektro hydraulic disc brakes that provide better stopping power (over the RadRunner 2’s mechanical ones), as well as a 350-pound payload (50 pounds more total), and a longer step-thru design for a more ergonomic riding position. There are also other features like puncture-resistant fat tires, fenders over both wheels, the LED headlight and brake-light capable integrated taillight (with the auto-on functionality), and LCD screen for settings.
EcoFlow’s latest flash sale gives you the multi-capable DELTA Pro 3 with four 125W solar panels at a new $2,999 low, more
As part of its ongoing Mega Sale through April 25, EcoFlow has launched the next round of its flash offers lasting through the rest of the day. The main deal here is the DELTA Pro 3 Portable Power Station bundled alongside four 125W solar panels for $2,999 shipped. Coming down off its usual $4,598 price tag, we’ve only ever seen discounts take it down as low as $3,199 before today. For the rest of the day, you can take advantage of this lower-than-ever pricing to score one of the brand’s newer solar generator packages at a 35% markdown, giving you $1,599 in savings at a new all-time low price. It even beats out Amazon, where it still sits $300 higher.
One of the brand’s newer models that has been quite popular since releasing back in June, the EcoFlow DELTA Pro 3 starts off with an already impressive 4,096Wh LiFePO4 battery capacity with a steady 4,000W of power output that surges up to 6,000W. It comes with some equally impressive expansion capabilities up to 48,000Wh with additional equipment, with its output also expanding up to 12,000W when three of these power stations are connected together, covering major home backup needs. Among the many units under the brand’s flag, this one offers the widest amount of ways to recharge its own battery, with seven solo options and 18 combination options. A standard wall outlet will have it back at an 80% battery in 50 minutes, while also offering other options like solar charging (with a max 2,600W input), EV, automotive auxiliary outlets, dual PV charging, and much more.
It’s been given 14 output ports, divided up amongst seven ACs, two USB-As, two USB-Cs, and three DCs, and offers up the complete array of smart controls accessed through the companion app to monitor and adjust settings as it keeps your devices and appliances running. It was the first unit to be given the latest X-Core 3.0 tech, expanding its surging capabilities and charging speeds while also running at quieter decibels and cooler temperatures, as well as improving upon the battery and smart home management, providing “explosion-proof” battery packs, and upgrading its parallel capacity expansion performance.
The second of today’s flash savings gives you the brand’s 800W Alternator Charger at $349 shipped, coming down from its regular $399 pricing during this sale and its full $599 rate. With this device, you’ll be able to recharge any power station you have via your car’s alternator, juicing the battery back up while on the move – which makes a perfect companion for those who may be taking their setups on the road.
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A lawsuit alleging that Tesla is inflating mileage to avoid warranty claims is already being compared to Dieselgate and referred to as ‘Tesla Odometergate.’
Is Tesla having its own Dieselgate, or is it a nothing burger?
A new class action lawsuit filed in California against Tesla alleges that the automaker is using “predictive algorithms” to inflate mileage at the odometers, allowing Tesla to claim higher mileage past warranty limits.
Lawyers for the plaintiff wrote in the lawsuit:
Rather than relying on mechanical or electronic systems to measure distance, Plaintiff alleges on information and belief that Tesla Inc. employs an odometer system that utilizes predictive algorithms, energy consumption metrics, and driver behavior multipliers that manipulate and misrepresent the actual mileage travelled by Tesla Vehicles. In so doing, Defendants can, and do, accelerate the rate of depreciation of the value of Tesla Vehicles and also the expiration of Tesla Vehicle warranties to reduce or avoid responsibility for contractually required repairs as well as increase the purchase of its extended warranty policy.
The lawsuit refers to patents filed by Tesla regarding its mileage counter, but it primarily relies on the experience of its lead plaintiff.
Nyree Hinton, a data professional from Los Angeles, is the lead plaintiff in the lawsuit and shared his own experience that led to making these allegations.
In December 2022, Hinton purchased a used 2020 Tesla Model Y with 36,772 miles on the odometer. He received Tesla’s Basic Vehicle Limited Warranty, which covers repairs for four years or 50,000 miles, whichever comes first.
Shortly after, Hinton noticed that his vehicle’s mileage increased at an unexpected rate. Despite driving approximately 20 miles per day, based on his own estimate, the odometer indicated an average of over 72 miles per day. This rapid mileage accumulation led to the warranty expiring sooner than anticipated, resulting in Hinton incurring a $10,000 suspension repair bill that he believed should have been covered under the warranty otherwise.
Other than Hinton’s experience, the lawsuit is light on data, but it does cite other Tesla owners claiming to have similar experiences on forums and social media.
Here’s the full lawsuit:
Tesla’s own Dieselgate or a nothing burger
If the allegations in this lawsuit are factual, it would indeed be a significant scandal. However, it is light on proof.
Hinton appears to have closely tracked his own experience, and he has some credibility as a data analyst. We have no reason not to believe him, but the case would need a lot more evidence to move forward.
Electrek reached out to ‘Green’, a well-known Tesla hacker who frequently discovers new features and specifications in Tesla’s software and firmware.
He told us that he doubts Tesla would have been able to hide something like that from him and the broader whitehat hacking community, but he admits they weren’t looking for it.
Green believes that it is likely that Tesla uses predictive algorithms for its odometer, but it could be as simple as accounting for tire wear, since tire rotation is used to calculate odometer mileage.
Odometers are not perfect, and there can be some discrepancies, but the one described by the lead plaintiff in this case is undoubtedly higher than what would be expected or allowed.
Electrek’s Take
I think it’s too light on data and proof right now to make a big deal out of this. I have no reason not to believe Hinton, but it could also be a specific problem with his vehicle rather than a broader issue and active deception from Tesla.
If the lawsuit is allowed to proceed, we may gain more insight, and it could encourage others with similar experiences to join in – resulting in more data.
In the meantime, I’ll remain in the skeptical camp on this one.
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