Dr Manfred Schuckert is the Head of Global Regulatory Strategy in Daimler’s Commercial Vehicles Group. His work focuses on light commercial and heavy duty greenhouse gas (GHG) and CO2 regulations worldwide, particularly in the US, China and Japan. He also deals with criteria pollutant regulations, such as NOx (oxides of nitrogen) and particulate matter (PM) in the BRICS markets, and new fuel-related directives such as the European Renewable Energy Directive and the European Fuel Quality Directive.
Here, Schuckert talks about powertrain development beyond Euro VI, and the technologies he thinks will prevail as GHG emissions and fuel consumption regulations become ever more stringent across all major regions.
From an OEM perspective, what has been the impact of Euro VI on product development and sales?
We invested heavily in the complete renewal of our Mercedes-Benz truck family. This enabled us to present our whole Mercedes-Benz portfolio in Euro VI around six months before it comes into effect at the start of next year. The results of this huge effort have already begun to be reflected in our sales performance. As of today, every second Mercedes-Benz new Actros truck in Europe is ordered in Euro VI.
With Euro VI coming into effect in January 2014, many OEMs are already preparing for a possible Euro VII. What do you expect this to entail, and how will Daimler look to meet such legislation?
Euro VI is by far the toughest environmental regulation so far. Not only does it call for an 80% reduction in NOx and 66% reduction in PM, but it is also a detailed regulation on all the operating points of an engine with limits on off-cycle operating points, particulate numbers, etc. In the medium and long term, that will lead to a significant reduction of emissions in the field. Therefore, we do not expect a Euro VII, and we believe that once the old vehicles are out of operation, we will also fulfill all national emission requirements across the EU. Additionally, any tightening of the NOx standards will lead to increased CO2 emissions. In the EU, there is likely to be legislation on the measuring and reporting of CO2 emissions from heavy duty vehicles, but this will not be a Euro VII type of regulation.
Is Daimler using any particular strategies or technologies to meet the forthcoming GHG and fuel consumption targets coming into effect shortly in the US?
At the beginning of 2012, the US Environmental Protection Agency certified Daimler Trucks North America’s (DTNA) complete range of Freightliner and Western Star on-highway, vocational and medium-duty trucks as fully compliant with the Greenhouse Gas 2014 (GHG14) regulations. DTNA is the first US truck manufacturer to have received this certification. Take a look at the new Freightliner Cascadia Evolution: when this vehicle is equipped with a Detroit DT12 automated transmission, wide tyres with low rolling resistance and an aerodynamically-shaped semitrailer, it has been shown to have an outstanding fuel efficiency rating of 10.67 miles per US gallon (22 litres/100km).
resistance and an aerodynamically-shaped semitrailer, the Freightliner Cascadia Evolution
has a fuel efficiency rating of 10.67 miles per US gallon
With GHG emissions and fuel consumption regulations becoming ever more stringent across all regions, which powertrain technologies do you anticipate playing the greatest role in helping OEMs and fleets meet these regulations?
Depending on cost effectiveness, we continue to improve the efficiency of our vehicles. In this context, we were the first OEM to introduce an integrated powertrain in the US, and this plays a vital role. Engine, transmission and axles are perfectly synchronised, resulting in much better fuel economy. We continue to develop all important technologies, but we believe that any further regulation must reflect cost effectiveness for our customers. Any traditional passenger car-derived approach will not be accepted by our customers and will lead to market distortion.
How important is natural gas to Daimler commercial vehicles? Where will NG have the greatest success, and in which segments will it be most relevant?
Daimler Trucks is already the market leader in natural gas-powered trucks and buses in North America, and we are investigating further markets to use this CO2-beneficial energy carrier. One of the challenges we see is an adequate CNG/LNG infrastructure.
Do you envisage the possibility of a ‘global truck’, a heavy duty truck which you could sell in all major markets?
From a regulatory point of view, it doesn’t make any sense to have a ‘global truck’. Weights and dimensions, maximum speeds and other requirements are so different in the various markets that market-specific solutions are the only way to be successful. On the other hand, components such as engines, transmissions and axles, to name but a few, could be used across the various markets to gain economies of scale.
Martin Kahl is the Editor of Automotive World
