In 2011, Dow Kokam announced the supply of advanced lithium polymer batteries to the first fully-electric 26t refuse truck. The idea was that if Li-ion batteries could be used to power a 26t truck, then it should be a relatively simple downsizing process for smaller vehicles. The company, which has since morphed into XALT Energy, also supplied cells to the Rolls-Royce Phantom Experimental Electric and the SLS AMG E-Cell.
Although R&D has continued into the electrification of commercial vehicles, the adoption of ‘EV CVs’ has failed to take off in any meaningful way. Buses, on the other hand, with their regular duty cycles and fixed routes, are an ideal application for electrification.
There are signs, however, that EV CVs could be making their way back onto the agenda. BMW this week put its 40t all-electric delivery truck into service, running a fixed route between its Munich plant and a supplier’s facilities.
Whether it involves bringing in external EV CV expertise to address a particular issue (BMW), or developing that competence in-house (Daimler), there’s clearly an opportunity worth exploring here
BMW’s interest in this project lies in improving the efficiency, cleanliness and sustainability of its manufacturing and supply chain; the OEM, of course, has no medium or heavy duty trucks in its portfolio, and the vehicle in question is a Terberg Type YT202-EV, 4×2.
Daimler, too, has been developing an electric delivery truck programme. Its Fuso division has just completed a long-term trial in Portugal, where eight battery-powered Canter E-Cells were operated by customers in a variety of applications.
Whether it involves bringing in external EV CV expertise to address a particular issue (BMW), or developing that competence in-house (Daimler), there’s clearly an opportunity worth exploring here; TransPower, a California startup, is developing an 11-strong fleet of electric trucks drawing electric power through various means. The company says its ElecTruck technology is capable of operating up to Class 8 applications. And another CA-based company, Motiv Power Systems, also anticipates increased demand for all-electric refuse trucks.
Opting for EV CVs requires a high level of commitment on the part of the fleet buyer; an EV CV’s total cost of ownership (TCO) – the metric by which all fleet operators live – may be lower than a diesel equivalent, but there are some other formidable factors to consider.
As battery capacity increases, costs reduce and wireless charging technology advances, EV CVs will become more attractive to fleet buyers – alongside a host of other improving technologies
Compared to diesel trucks, EV CVs come with a high upfront purchase price; they need to be driven differently; maintenance requires specific skills and knowledge; and an adequate charging infrastructure is essential. Drivers and service engineers must be capable of using and maintaining the vehicles, and since the EV CVs will probably account for a small percentage of a much larger fleet, the investment in training could be disproportionate to that of other operators.
Calculating resale value is a challenge, given the absence of sufficient historical market data; and those vehicles will probably only be suitable for use on the routes for which they are acquired, limiting their use in other applications should circumstances change.
Trucks, of course, benefit from greater space to locate batteries than light vehicles, but they are also heavier, requiring more on-board storage. As battery capacity increases, costs reduce and wireless charging technology advances, EV CVs will become more attractive to fleet buyers – alongside a host of other improving technologies. The EV CV target, says TransPower, is a price of US$200/kWh – a target that can be best achieved through economies of scale.
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Martin Kahl is Editor, Automotive World
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