May 30, 2018 Vol. 15 No. 11

Every once in a while I hear people wondering why the U.S. Department of Energy along with a few truck makers and component suppliers invest so much money in the SuperTruck program. I don’t get it. Why wouldn’t they at this point in the evolution of truck technology? We simply have to know more, understand more, if we’re to avoid greeting the on-rushing future with our hands tied behind our backs.

First of all, it’s not that much money in the overall scheme of things. We’re now well into SuperTruck II and Kenworth’s project, for example, is only getting US$8 million in DOE funding. They’re partnering with UPS on this one. They could get as much as another $12 million over the next three years if Congress, which has been supportive so far, gives a green light. So that’s $20 million, rather more than I’ll ever see in my bank account, but really just a drop in the bucket. Kenworth and UPS have yet to divulge what they’ll spend on this adventure in technology.

All told, the DOE announced in 2016 that $80 million would be set aside for several SuperTruck II projects, including some involving medium-duty trucks. More could come, the department said, if Congress saw fit.

Far more important than the relatively small investment is the wide collection of insights gained into new technologies that might — or might not — make our trucks better. And easier on the planet. How else are we to find out if the engineers and chemists and all the other geeky sorts can make things like aluminum frames work?

Better they experiment on SuperTrucks than on the vehicles they sell to you fleet owners. The EPA has already shown us what that means, and it sure wasn’t pretty.

KENWORTH AND UPS have just announced their partnership. They will use data from the shipping giant’s typical duty cycles to tune a fuel-efficient prototype truck,  based on a T680 tractor with a Paccar MX engine. Kenworth will develop advancements in aerodynamics, engine, and powertrain efficiencies.

“UPS deploys advanced technology to efficiently manage the transportation of packages and freight,” said Mike Dozier, Kenworth general manager and Paccar vice president.

“UPS will provide guidance on their drive and duty cycles to drive SuperTruck II performance. UPS will also offer advice on the commercial feasibility and driver acceptance of technologies developed under SuperTruck II.”

Seems to me there’s a very useful connection in that project. Data, after all, is the heart and soul of development, and I doubt that any other fleet can match UPS on the numbers front. Specifically including the matter of driver acceptance is also mighty important, and sometimes overlooked.

SO WHAT’S THE PLAN? SuperTruck II provides funding for several cost-shared projects to provide research and demonstrate long-haul truck technologies that can achieve a greater than 100% improvement in vehicle freight efficiencies relative to the 2009 baseline, and also to provide engine thermal brake efficiencies greater than or equal to 55%.