Welcome back to our ongoing discussion of what’s ahead for the trucking industry where fuel economy is concerned. It’s a brave new world out there, and both independent operators and fleet managers need to know the latest on how to save the most fuel.
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But what are the latest technologies involved? And how will the fuel savings be realized? Certainly, there are a lot of different technologies and methods at work here. Let us help you sort it out.
The Fuel Economy Details
Just a decade ago it would have been hard to envision a time when Class 8 trucks became so advanced that we different drive axle configurations would be the name of the game, yet that is exactly where we find ourselves.
Have you heard of direct axle technology? This new system basically combines the traction and reliance of a 6×4 axle configuration with the improved fuel economy of a 6×2 configuration. A number of manufacturers are already moving forward with plans to integrate this technology into their standard chassis configuration.
Imagine that as early as 2007, you could expect a linehaul truck with a 500-horsepower engine to run at 1,450ish rpms when operating at standard highway cruise speeds. Those commercial vehicles would come in around 5.5 to 6 mpg. Now, a short 8 years later, to see where engine speeds and fuel economy have come is nothing short of astounding.
Seeing engine speeds drop down to 1,350 rpms at standard highway speed was considered a real breakthrough. Yet look at a standard truck configuration today, and no one bats an eye when a truck is coming in at 1,150 rpms at standard highway speeds. The recent SuperTruck concept vehicles ring in at an astounding 900 rpm.
More on the SuperTruck
The SuperTruck program began as a joint effort between both government and industry. It started as an effort to determine how far heavy truck fuel standards could go. Many of the advances that have come from the collaboration wouldn’t have even been conceived of a short decade ago.
In total, the SuperTruck program saw a 75 percent increase in fuel economy. Even better, it also resulted in a 43 percent drop in greenhouse gas emissions. Put together, the project resulted in an 86 percent gain in overall fuel efficiency.
Even better, the advanced technologies that went into building the SuperTruck are already finding their way into current truck designs. One of Peterbilt’s new models integrated specific technologies and can now lay claim to a 14 percent improvement over the standard model of the same truck version.
Mechenical or Electronic?
Straight mechanical improvements in fuel efficiency are gradually reaching their practical limit. But where the mechanical component can still yield results is in the area of waste heat. There is definitely energy being wasted in the form of waste heat.
As new and old vehicle designs mature, there will be a number of areas where efficiencies will be gained. Outside of mechanical waste heat, there’s also room for movement in the area of electrification of engine accessories. This hybridization of the drivetrain is where the next big wave in efficiency will come from.
We can already see that in effect today, where hybrid powertrains operate tied into the engine’s speed, and can be disconnected when the truck has extra energy to spare, such as in downhill driving applications.
Where we see a chink in the supply chain is in battery design. Today, full hybrids have such large batteries they are not commercially viable. When predictive technologies and advanced engine architecture come into play, expect this paradigm to change.
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So what will the new paradigm look like? The fact is, players from across the globe are getting in on the fuel efficiency game. The movement to improve heavy truck fuel economy has turned into a global effort. Join us in Part III of our series, where we take a deeper look at what industry players are doing to usher in a brave new world of fuel efficiency for commercial vehicles.