Volvo readies its cleanest-ever diesel for market with eyes on a zero emissions future

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Peter Voorhoeve

We have, as a matter of fact, applied for certification for 2.05 engine. And that means and that by quarter for this year it will be available for free for sale to our customers.

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Jeff Crissey

Hi, I'm Jeff Christie on behalf of CCJ and Clean Trucking, and we're here in Anaheim, California at Expo to talk to Volvo Trucks North America's Peter for Hoover about their new low NOx engine, as well as the state of the alternative power market.

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Jeff Crissey

So hey, Peter, before we get into your announcement here at Expo, let's first discuss the D13 GTX that you guys introduced at TMC. This is the third variant now of the D13 along with the D13 TC. Tell us a little bit about that engine.

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Peter Voorhoeve

Yeah. So we launched the all new Vnl last year. And that is then with the 30 meter turbo compounding engine for the long haul applications in the venture, we have decided to launch the V GTI engine, which will drive great fuel savings in that specific segment.

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Jeff Crissey

Tell us a little bit about the new variant that was just introduced at Expo. That has the .05 NOx.

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Peter Voorhoeve

So what we have done is that we came out with cockpit mission compliant engines. We have the 1.0 for the moment, and now we have, as a matter of fact, applied for certification for the 2.05 engine. And that means and that by 4 to 4 this year it will be available for free for sale to our customers.

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Duane Tegels

For the NOx engine has a couple different components using the same architecture, the D13 engine, but some new things you'll notice here in the chassis layout, we'll have a 48 volt alternator. We'll have our after treatment system, and then also we'll add a 48 volt battery to the system. The engine here has our standard alternator. But you also notice here that we have the 48 volt alternator.

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Duane Tegels

Again that's going to supply voltage over here to the 48 volt lithium ion battery. Once that's done we'll go into thereafter treatment system. This is a very similar design that's in our vehicle today. With a small caveat to it. As we get inside of it, we have our diesel oxidizing catalysts, our DPF, SCR and ammonia slip catalyst here.

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Duane Tegels

But we have one additional feature here, which is a heater. Now, that heater is a grid heater. And it's going to heat up the exhaust to evaporate the, fluid in the after treatment system and then convert the NOx as it goes through the SCR and AC, ASC. This engine is available in a for 25, 17, 50 and a 455 1850 engine.

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Duane Tegels

Again will be later will be available here later this year. Q4 is anticipated delivery time.

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Jeff Crissey

So it's talking about battery electric for a minute. Yeah. You guys have the Vienna Electric that's fully out in the market. You have, teased the press, at least with the Vienna Electric last year. Yeah. OEMs like Volvo and Freightliner are already well positioned to meet the needs of their customers. Right. In the electric sphere here in California.

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Jeff Crissey

Certainly there's applications in ports, there's applications in certain municipalities, and there's the charging infrastructure there to support that. But when you look at the US as a whole, you have a lot of spotty or even nonexistent charging infrastructure there. So what are your concerns as a manufacturer with an electric product already and market alongside of that lack of infrastructure?

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Jeff Crissey

And on the charging.

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Peter Voorhoeve

Side, so the adaptation of battery electric vehicles is actually a result of of a couple of components. Right. First, we need to have the products available that we have done with the Vienna Electric. We introduced it in 2020 and actually proud to say that basically since 2020, we've been leading that market with 40% market share. Then at the same time, we all know that market is small and it goes less fast.

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Peter Voorhoeve

And then than than what we hoped for. The acceleration in the adaptation of battery electric vehicles is determined by the availability of products, by the availability of reliable infrastructure, but also by the availability of incentives in order to get the volume going. Those three work together. We strongly believe again that this will that this will happen. Then, you know, it might not be at the speed that we originally originally planned in order to help IT infrastructure.

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Peter Voorhoeve

We have done a year and a half ago together with Daimler and and international, we have set up Pact Powering America commercial Transport, which is a trade association that drives awareness on how do we work now with electric vehicle charging systems. And what you see is done. And then you see two different things. You see what we call behind defense charging and public charging.

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Peter Voorhoeve

And I think there's a lot of focus on behind defense charging right now, especially with the applications that we have regional whole, city distribution. But we also see, developments in public charging. Right now, we have a cooperation with, Green Lane. We have a strategic partnership with Pilot Flying J. And we have launched Volvo Open Charge, which is a look book.

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Peter Voorhoeve

And they application in order to help our customers to find a charging station.

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Jeff Crissey

So one of the alternative power technologies that is happening currently with Volvo overseas is hydrogen powered truck development. Do you see a roadmap for Volvo Trucks North of America to have a hydrogen based product here in North America?

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Peter Voorhoeve

So we're working on hydrogen in two ways. We have a hydrogen fuel cell and then we have hydrogen internal combustion engine. We have a joint venture Schaefer out together with Westport in order to develop down the technology for for hydrogen internal combustion. Next year. We're going to try this out in applications in Europe already. And then we'll see from there.

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Jeff Crissey

Talking a lot about the regulatory environment for a minute. The advanced Clean Fleets rule has been pulled back. And now the advanced clean trucks and omnibus low NOx emissions rules are in the current administration's crosshairs. So how does the uncertainty of the regulatory environment or in this case, a deregulatory environment like we're now, how does that impact how OEMs plan for future product?

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Peter Voorhoeve

So we have long term sustainability goals. Ultimately, by 2040, we want to be CO2, a CO2 neutral. And we have a three prong approach. We battery electric vehicles, we working on hydrogen fuel cell vehicles. And we're working on internal combustion engines with, for instance, renewable diesel. And we strongly believe that all these technologies together will work to a more sustainable future.

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Peter Voorhoeve

But then regulations will change. Is another is another story, quite frankly.

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Jeff Crissey

Thank you Peter. Appreciate your time. You're very welcome. It's.