In two developments this year, the U.S. Environmental Protection Agency (EPA) announced greenhouse gas (GHG) emissions standards for heavy-duty vehicles – Phase 3 and multi-pollutant emissions standards for model years 2027 and later light-duty and medium-duty vehicles. Both final rules set stronger standards beginning with model year (MY) 2027.
The Phase 3 standards are applicable to heavy-duty vocational vehicles, including some utility trucks and tractors. Depending on vehicle type, the standards are up to 60% more stringent than the previous Phase 2 standards. The new light- and medium-duty standards build on federal greenhouse gas emissions rules for model years 2023 through 2026. These standards will phase in from 2027 through 2032.
EPA’s new emissions standards recognize continued advancements in technologies that enable significant reductions in harmful air pollutants, and under the performance-based standards manufacturers can choose the mix of technologies they believe are best suited for fleets, including:
The light-duty vehicle standards apply to passenger cars, light trucks and heavier vehicles designed primarily for the transportation of people. The medium-duty vehicle (MDV) category includes heavy-duty Class 2b and 3 vehicles (vehicles with a gross vehicle weight rating (GVWR) between 8,501 and 14,000 lbs.), primarily large pickups and vans that are typically used for work due to their higher towing and hauling capabilities. Class 4 and higher vehicles remain under EPA’s heavy-duty vehicle program.
Vehicle, engine and powertrain developments were discussed at EUFMC 2024 by four manufacturer representatives. The panelists covered 2027 emissions regulations and zero emissions vehicle requirements for trucks and equipment. In addition, they related plans for next generation battery electric, fuel cell electric and hydrogen internal combustion engines and fuel agnostic engine platforms.
Impacting Customers
“Multiple emissions regulations impact us and our customers,” said Chad Conley, vice president, vocational truck at Navistar Inc. “While the goal is to reduce emissions from commercial trucks, CARB (California Air Resources Board) and EPA are approaching greenhouse gas emissions goals in different ways.”
Conley explained the approaches to addressing emissions (NOx) and greenhouse gas (CO2):
Conley also noted that full or partial CARB standards have also been adopted by 16 states, the District of Columbia and two provinces. Navistar’s expectation, however, is that EPA GHG Phase 3 standards will be in place across the country and that Canada is expected to adopt them as well.
Developing Targeted Technologies
Different perspectives are required to develop target technologies, related Michael Young, product marketing manager for Detroit Engines at Daimler Truck North America. “Different solutions are driven by customer needs so our zero-emission vehicle portfolio will cover three different technologies, including battery electric vehicles (BEVs), hydrogen fuel cell electric and hydrogen internal combustion engines,” he said. “We believe this dual strategy of electric and hydrogen vehicles is the right answer.”
Daimler Truck also continues investing in clean diesel, Young noted. “Zero-emission technology is moving fast, however the well-known hurdles of infrastructure and range capabilities will keep a large portion of the industry powered by internal combustion engines for the coming years,” he stated. “Major vocational segments must be supported with diesel solutions.”
Young added that technical, customer and infrastructure needs must be met. “Success toward zero emissions hinges on the whole system performing,” he said. “Without all elements in place the market will not be ready.”
Focusing on a Range of Solutions
At Peterbilt Motors Company, according to Mitesh Naik, director of product planning and strategy, regulatory compliance is focused on a range of solutions. Included are clean diesel and hydrogen internal combustion engines; hybrid, battery electric and fuel cell electric vehicles, and specification changes and credits.
Next generation medium-duty battery electric vehicles from the company will have a 150- to 200-mile range and a fast DC charging time of one to 2.5 hours. Additional features of the models will include a 100kW ePTO motor, a 25kW/150kW ePTO plug. For the OEM’s vocational Model 567 truck, specs call for a range of 100 to 250 miles.
Fuel-cell electric vehicles in the Peterbilt product line will have a range up to 450 miles and energy storage systems that include a 200-kWh battery and a 160-kW fuel cell stack. Refueling time is projected at 15 to 20 minutes. “One key advantage of hydrogen fuel cell systems is their fill time,” Naik said, “which will closely match what we have with diesel today.”
Naik also related that Peterbilt has fuel agnostic platforms in development. “PACCAR and Cummins are both working on next generation internal combustion engines that will be capable of using hydrogen as a fuel,” he explained further. “This technology is a zero-carbon solution, and even though CARB is currently focused on NOx, they have agreed to work with the EPA to consider accepting this as a zero emissions solution.
“Hydrogen internal combustion technology has many merits.” Naik added. “These include a lower upfront investment and a familiar day-to-day usability that matches diesel, but like other technologies will require an intense effort to build out a hydrogen fueling infrastructure.”
Flexible Approach
Caterpillar is evolving our product portfolio for the future, noted Beth Hinchee, director emissions global regulatory affairs. “All technologies have a place in the market with choices dependent on power, sector, region and application,” she said. “Adoption will be driven by global investment, legislation and sustainability goals. Overall, the scope is large, complex and has many interdependencies so we are adopting a flexible solutions-based approach.”
Among the technologies Caterpillar is focused on include diesel engines, low carbon intensity fuels such as hydrogen gas, battery electric systems, hydrogen fuel cells, hybrids and electric drives and integrated powertrains.
For heavy-duty off-highway applications, Caterpillar has announced the Cat C13D, a new 13-liter diesel engine platform. The inline, six-cylinder will offer eight power ratings from 456 to 690 HP and will meet emissions standards including EU Stage V and U.S. EPA Tier 4 Final, among others.
The Cat C13D engine platform enables the use of renewable liquid fuels such as 100% HVO, B100 distilled biodiesel, and even up to B100 standard biodiesel. Its core architecture is designed for the future development of natural gas and hydrogen fuel capabilities.
Available for early OEM pilots in 2025 and scheduled for production in 2026, the Cat C13D engine is targeted for a wide range of off-highway equipment, including material-handling applications.
Lift & Access is part of the Catalyst Communications Network publication family.
