“Our 2010 engines have worked like they were expected too, even in the winter. On some of our test trucks, this past winter was their third winter and there have been no issues.”
“We are in the early stages of commercial release to customers,” David McKenna, director of powertrain sales and marketing for Mack Trucks says. “EPA 2010 Start of Production (SOP) was December 2009. However, the early data indicates improved fuel economy over the exact same spec in a pre-2010 configuration. We are continually seeing the 5 percent improvement as promised, even taking into account weather conditions in the first quarter of 2010, which were not conducive to good fuel economy.”
“After four months into this milestone launch year, we are seeing good response to our Detroit Diesel BlueTec SCR emissions technology,” says Mark Lampert, senior vice president of sales and marketing for Daimler Trucks North America (DTNA). (Detroit Diesel Corporation is an affiliate of DTNA.) Reports coming from current fleet customers and customer demo units equipped with Detroit Diesel’s DD13, DD15 and DD16 engines with BlueTec SCR “are meeting our expectations and consistently delivering up to a 5 percent fuel economy improvement over our 2007 engines.That is a payback of 2 to 4 cents per mile per truck, and it is providing both a payback on the equipment and a hedge against rising fuel prices.”
Some of DTNA’s customers are reporting even better fuel mileage gains. By way of example, Penske Truck Leasing has seen up to a 7 percent fuel efficiency gain over 2007 units; Tri-Hi Transportation, an 8 percent fuel economy jump over other fleet equipment; C.R. England, 8.2 to 8.3 mpg; and Meijer, 12 percent fuel economy over trucks replaced.
Shick says Navistar is seeing the kinds of fuel economy and performance it expected “but there’s really not enough units in the field with enough mileage on them” to make a solid determination yet. “However, we’re not disappointed with what we’ve seen so far.” Navistar has said its 2010 MaxxForce engines “deliver outstanding fuel economy, excellent power characteristics and exceptionally smooth and quiet ride, and high strength without added weight.”
Designed to meet the EPA 2010 emissions regulations, Paccar’s new 2010 MX engines have yet to hit the marketplace. Introduced in February, they will be installed in heavy duty North American Kenworth and Peterbilt trucks beginning this summer, says Alan Treasure, Paccar’s director of marketing. However, orders are already coming in.
The Cummins heavy duty ISX15 is delivering 5 to 6 percent better fuel economy than its predecessor, the EPA 2007 ISX, says Christy Nycz with Cummins’ on-highway market communications department. “Some customers are reporting even better improvements.”
She says driver training techniques and following manufacturer gearing recommendations will also help truck users maximize fuel efficiency of the new 2010 engines, as well as older engines.
Additionally, vehicle insights based on engine diagnostic codes from sensors and components that can packaged and analyzed for tracking performance, as well as faster remedial action, will help with fuel economy, Lampert of DTNA says. Implementation of remote diagnostic programs driven by the advent of technology enhancements will help truck users maximize uptime and optimize revenue generation through remote and immediate vehicle insights on performance and improvements to the long-term reliability and durability of the equipment.” (This type of system will soon be standard equipment on all 2010 Freightliner and Western Star trucks with Detroit Diesel engines equipped with BlueTec emissions systems.)
All of the manufacturer says their emission systems are performing well in the field. “Most of the issues, if any, are specific to fleet tuning and use,” says Lampert, and these are easily addressed. Adds Mack Trucks’ McKenna: “Some production vehicles already have more than 75,000 chassis miles and there have been no complaints regarding the ClearTech system (what Mack trucks calls its SCR emissions technology). On the earlier customer field test trucks, there were the usual bugs that had to be corrected prior to SOP, but there were no major issues.”