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DTNA39s Sean Waters says the OEM is petitioning NHTSA to eliminate side view mirrors requirements for Class 8 trucks to be replaced by cameras in order to boost fuel economy Photo by Sean KilcarrAmerican Trucker
<p><span data-scayt-lang="en_US" data-scayt-word="DTNA's">DTNA&#39;s</span> Sean Waters says the OEM is petitioning <span data-scayt-lang="en_US" data-scayt-word="NHTSA">NHTSA</span> to eliminate side view mirrors requirements for Class 8 trucks, to be replaced by cameras, in order to boost fuel economy. (<em>Photo by Sean Kilcarr/American Trucker</em>)</p>

Lead time, flexibility key to Phase 2 success, truck maker says

Fuel efficiency rules will mean more AMTs, start-stop tech

INDIANAPOLIS. The long lead time and “flexibility” built into the Phase 2 greenhouse gas (GHG) regulations make them, in the end, “good rules,” at least in the eyes of Daimler Trucks North America (DTNA).

Yet Sean Waters, DTNA’s director of compliance and regulatory affairs, noted in a presentation here during the annual transportation conference hosted by research firm FTR, that traffic congestion in the U.S. will consume the same amount of fuel as the Phase 2 rules will purportedly save over a decade.

The all new 2018 Freigthliner Cascadia

“That means we really need better roads and we need to spend money on them,” he stressed. “You can’t get everything you want [in terms of fuel savings] out of [truck] OEMs. We need better roads and infrastructure.”

He added that the key parts making the Phase 2 GHG rules “good” from DTNA’s perspective are its long lead times – with compliance deadlines of 2021, 2024, and 2027 – along with “flexibility” in terms of deploying solutions to meet the rules’ fuel economy targets.

“There are lots of different things we can do; we’re allowed to mix and match features,” he explained. “We are also not forcing customers to buy specific technologies. That’s why we don’t think there will be any ‘cliff events’ or pre-buys due to the rules.”

A few other points Waters made in regards to the new rules include:

  • While the Phase 1 GHG rules won’t be fully implemented until 2017, they’ve also been “successful” in DTNA’s view. “They’ve been a non-issue, with no impact on customers and no pre-buys. They are a win for the industry and the environment; we’ve been very pleased with them.”
  • Waters said the EPA believes the Phase 2 rules should push the “acceptance rate” for automated manual transmissions (AMTs) to near 90% by 2027.
  • The Phase 2 rules should encourage broad adoption of engine “start/stop” technology for Class 8 trucks. “That’s one technology that stands out that we haven’t seen in heavy trucks yet,” Waters said. “We’re seeing that a lot in passenger cars. We look forward to seeing it in the Class 8 segment.”
  • DTNA remains mum on how much extra cost complying with the Phase 2 rules will add to a Class 8 truck’s base sticker price, but Waters noted the EPA’s projection of a two-year payback window for linehaul operations is fairly accurate. “We think that’s a reasonable payback period,” he said. “We think we’ll be delivering a value package that will reduce total cost of operations for the customer.”
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