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%.)
FTC: We use income earning auto affiliate links. More.
Tesla has officially entered the autonomous vehicle ‘testing’ phase in Austin, Texas days before its planned launch of a commercial service.
For months, Tesla has been discussing the launch of a self-driving ride-hailing fleet in June in Austin, Texas.
As we previously reported, the move is a major shift from Tesla’s long promise to enable unsupervised self-driving capabilities in millions of vehicles sold since 2016.
Instead, Tesla now plans to operate its own small internal fleet of vehicles with dedicated software optimized for a geo-fenced area of Austin and supported by “plenty of teleoperation.”
Tesla CEO Elon Musk has been talking about launching the paid ride-hailing service to customers in June, but there have been doubts. Musk admitted that Tesla only started testing the system without safety drivers at the end of May.
In comparison, Waymo tested its system, which was already in operation driverless in other cities, for 6 months with safety drivers and 6 months without safety drivers before launching its service in Austin earlier this year.
Tesla was also never on the list of ‘Known AV Operators in Austin‘ on the city’s official website.
As of today, it is now the case. Tesla has been added to the list in the “testing phase”:
Waymo is still the only company listed as being in the “deployment” phase.
It’s unclear if the website is lagging behind the test programs or if Tesla has only now officially started its self-driving testing in the city.
In the past, Tesla has managed to get around self-driving test reporting by claiming that its system is a level ADAS system and not actual “self-driving” – leaving the person in the driver’s seat responsible for the vehicle at all times.
Tesla vehicles with drivers in the driver’s seat and manufacturer plates have been spotted driving around Austin for the past few months.
It was recently reported that Tesla was aiming to launch its commercial autonomous ride-hailing service in Austin on June 12, but it was still a moving target.
Without achieving the deployment phase, Tesla is not going to be able to accept paid rides from customers like Waymo.
Musk has committed several times to launching the service by the end of June.
Electrek’s Take
Again, I’m hoping that Tesla has managed to improve FSD for the geo-fenced location significantly and that it will limit the speed, as the current public version of FSD barely achieves 500 miles between critical disengagements.
Removing the driver could result in some serious accidents.
Teleoperation will also help, but any kind of delay could also be dangerous. It is worrisome.
FTC: We use income earning auto affiliate links. More.
The Oshkosh-built Striker Volterra electric ARFF vehicle (Aircraft Rescue and Fire Fighter) packs advanced battery technology and multiple power options to deliver consistent emergency response performance no matter how long it needs to be in action.
Oshkosh has been manufacturing ARFF vehicles since it first launched the MB-5 for use by the US Navy back in 1968, and they’ve been pushing the envelope of disaster response performance ever since. The company’s latest ARFF, the electric-drive Striker Volterra shown here, features a slanted body with front bumper designed for maneuvering through the ditches and rough terrain they might encounter on a damaged runway. It’s also big — but it’s big for a purpose. Because ARFF vehicles don’t have to navigate the confines of city streets, they can be built bigger, carry more water, more rescue equipment, and more personnel than conventional fire trucks.
But that’s not why you’re reading about this on Electrek. You’re here to read about the Striker Volterra’s advanced battery tech, electric drive motors, and duty cycle-extending genset that effectively makes it a big EREV. More sympathetic I could not be, but — alas! — OshKosh hasn’t officially revealed those specs.
That said, it’s probably safe to assume they’re pretty similar to those used on the big Pierce fire fighting chassis developed for the Gilbert, Arizona fire department, which uses (you guessed it) an OshKosh-developed battery pack, electric drive system, and onboard diesel generator that can provide power to the electric system. That vehicle packs a 244 kWh battery pack good for up to six hours of operation on battery power alone.
The OshKosk electric Striker Volterra ARFF shown here is a Class 5 6×6 “rapid response” model capable of hauling up to 4,000 gallons of water (over 16 and a half tons, if you’re curious) and “firefighting foam” across an airport at speeds of up to 50 mph, which is positively moving for a machine this size. Plus, it supports zero-emission pumping, surpassing the NFPA required 2-hour continuous pump operation without using diesel.
Again, OshKosh hasn’t shared power and performance specs, but has confirmed that its electric drive Striker Volterra is 28% quicker to 50 mph than its Scania diesel-powered siblings, and that truck packs 550 hp and more than 1,750 ft‑lb torque. So — yeah. It’s got some juice.
Other key benefits, according to OshKosh, include a 75% reduction in total carbon footprint when compared to a conventional internal combustion engine ARFF vehicle based on the manufacturer’s estimated duty cycle, the eliminated need for long diesel idling times, and the ability to run on full-electric when entering, leaving and idling in the fire station, significantly reducing firefighter’s exposure to harmful emissions.
You can find out more by reading the official OshKosh ARFF vehicle reference guide here.
Electrek’s Take
With the relatively short distances driven and extreme loads involved, airports present a nearly ideal use case for battery-electric vehicles in general, and their immediate off-the-line torque, improved efficiency, and ability to operate much more quietly than diesels (facilitating communications) could make all the difference in an emergency situation where lives are quite literally on the line.
Plus, as demand for on-road fossil fuels drops, airports and airlines (historically responsible for about 4% Earth’s global warming) are becoming a bigger and bigger slice of a rapidly shrinking pie when it comes to fossil fuel emissions.
Or, as OshKosk puts it: As airports continue to prioritize sustainability and operational efficiency, the Striker Volterra electric ARFF stands out as a forward-thinking solution that meets today’s demands while preparing for tomorrow’s challenges.
It’s a bit pitchy, but I couldn’t agree more.
Did you know: grid-connected solar systems automatically shut off when the grid fails? That means you won’t have power in a blackout, even with solar panels.
To keep the lights on, you’ll need a whole home backup battery – your personalized solar and battery quotes are easy to compare online and you’ll get access to unbiased Energy Advisors to help you every step of the way. The best part? No one will call you until after you’ve decided to move forward. Get started today, hassle-free, by clicking here.
FTC: We use income earning auto affiliate links. More.
Thanks to a new $10,000 bonus offer introduced this month, the cheapest Lexus you can currently lease is now the 2025 electric RZ. Is it worth checking out?
The cheapest Lexus you can lease is the 2025 RZ
Lexus slashed over $10,000 off the price of the 2025 RZ compared to the 2024MY by introducing a new entry-level 300e FWD trim.
Following the launch of a new promotion this June, Lexus is offering up to $11,500 off 2025 RZ models. The RZ is now the cheapest Lexus vehicle you can lease, starting at $399 for 36 months. With $1,999 due at signing, you’ll end up with an effective monthly cost of $455. Not too bad for a nearly $45,000 luxury electric SUV.
The offer is for the 2025 Lexus RZ 300e FWD with an MSRP of $44,314. In comparison, the 2025 Lexus UX 300h FWD Hybrid, with an MSRP of $39,615, is listed at $349 for 36 months.
With $3,999 due at signing, the monthly effective cost is $460, or $5 more than the RZ. If you’re looking for a higher trim, the RZ 450e is available with up to $11,500 in lease cash.
The entry-level 2025 Lexus RZ 300e FWD model offers a range of up to 266 miles, while the AWD 450e variants achieve a range of up to 220 miles.
Inside, the electric SUV features a standard 14″ infotainment system with wireless Apple CarPlay and Android Auto support. With 37.52″ of rear legroom, the electric SUV has nearly as much second row space as a Ford Explorer (39″).
Although it’s a good deal compared to other Lexus vehicles, other luxury electric SUVs from Acura, Cadillac, and Genesis may still offer better value.
Acura is currently offering nearly $30,000 in lease cash on 2024 ZDX models in select states, with leases starting as low as $299 per month for 24 months. With $2,999 due at signing, the effective monthly rate is only $423. The ZDX offers up to 313 miles of range and more rear legroom (39.4″).
Cadillac’s new entry-level electric SUV, the 2025 Optiq, with an MSRP of $54,390, is listed for lease at just $409 for 24 months. However, it does include a $4,909 due at signing, resulting in an effective monthly rate of $614. The Optiq has up to 302 miles of range and 37.8″ of rear legroom.
| 2025 Lexus RZ model | Starting Price* | EPA-estimated Driving Range |
| RZ 450e AWD | $48,675 | 220 miles |
| RZ 450e Premium AWD w/ 18″ Wheel | $52,875 | 220 miles |
| RZ 450e Premium AWD w/ 20″ Wheel | $54,115 | 196 miles |
| RZ 450e Luxury AWD | $58,605 | 220 miles |
| RZ 300e FWD | $43,975 | 266 miles |
| RZ 300e Premium FWD w/ 18″ Wheel | $48,175 | 266 miles |
| RZ 300e Premium FWD w/ 20″ Wheel | $49,415 | 224 miles |
| RZ 300e Luxury FWD | $53,905 | 266 miles |
Meanwhile, you can snag a 2025 Genesis GV60 (MSRP of $52,350) for $349 for 24 months right now. With $5,999 due at signing, the effective rate is $598.
The new Lexus promotion follows Toyota, which introduced up to $19,000 in savings on its electric SUV, the bZ4X, earlier this month. Both are making room for updated models that will arrive soon.
Looking for your next luxury electric SUV? We can help you find deals in your area. Check out our links below to see what’s available.
FTC: We use income earning auto affiliate links. More.
-
Sports3 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
-
Sports2 years 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