<body><div><figure><img src="https://img.particlenews.com/image.php?type=thumbnail_580x000&amp;url=3rllgc_0w9XLTOW00" alt="https://img.particlenews.com/image.php?url=3rllgc_0w9XLTOW00" width="1400" height="700" ></figure>Let it be known that the “that’s not going to impact me” era in heavy-duty zero-emissions vehicle regulations is over. Even if you aren’t operating in California, a number of other states are adopting CARB Advanced Clean Fleet and Advanced Clean Truck regulations, and EPA’s Greenhouse Gas (GHG) 2027 regulation is right around the corner. Engine manufacturers and OEMs alike are preparing for it in their product offering. It was a big talking point at a recent Peterbilt dealer event held in early October in California. While Peterbilt gave a glimpse into its PACCAR MX engine plan, Patrick Wallace, EV marketing manager for Peterbilt, and Jennifer Davis, senior EV charger sales manager for PACCAR Parts, took to the stage to talk about how the new regulations impact EV sales and what dealers and fleets need to prepare for.“In 2027, Greenhouse Gas Phase 3 is being implemented, and this affects the whole nation,” Wallace began. “This requires us to sell a certain percentage of our trucks in every single state that have to be zero emissions.”That’s not limited to California or the states that are set to adopt CARB regulations in the coming years, which includes:<ul><li>2025: Massachusetts, New Jersey, New York, Oregon, Washington; and</li><li>2026: Vermont. </li></ul>But the zero-emissions requirements are much further reaching.“Even if you’re not in one of those states, you will be affected later on,” Wallace said. Then he and Davis outlined how they’re working with customers going forward to meet application and regulation demands<h2>Peterbilt’s zero-emissions plan</h2>Currently, Peterbilt offers three models of battery electric zero-emissions vehicles. The Model 579EV is aimed at drayage and region haul applications with gross combined weight rating (GCWR) of up to 82,000 lbs. and a range of approximately 150 miles touting 670 HP. It also offers an electric power take-off. The Model 220EV is geared toward Class 6 and Class 7 applications with battery pack offerings providing ranges of 100, 150, or 200 miles. The Model 520EV has GCWR up to 66,000 lbs., a range of 100 miles and up to 1,100 refuse bins picked up per charge, PeterbiltThe keyword in that paragraph is “currently,” as Wallace teased an announcement to come. Aside from the product lineup, the biggest challenge in adopting EVs right now is infrastructure. (I’m sure you said the word in your head before you read the end of the sentence.) Davis comments pointed to Peterbilt and PACCAR not letting the challenge put the brakes on adoption.If you take one thought away from this story, let it be this: Start taking this seriously now.Davis provided some context for why charging is such a challenge. Here’s a fun slide that shows thee power required for charging a heavy-duty truck compared to your home:<figure><img src="https://img.particlenews.com/image.php?type=thumbnail_580x000&amp;url=1dvw46_0w9XLTOW00" alt="https://img.particlenews.com/image.php?url=1dvw46_0w9XLTOW00" width="1400" height="700" ></figure>If that wasn’t enough to grab attention, here’s a fun timeline for how long charging infrastructure projects take depending on charger size:<figure><img src="https://img.particlenews.com/image.php?type=thumbnail_580x000&amp;url=2yRJ4Z_0w9XLTOW00" alt="https://img.particlenews.com/image.php?url=2yRJ4Z_0w9XLTOW00" width="1400" height="700" ></figure>“If you want an EV truck deployed within the next two years, you need to get started on a site assessment right away,” Davis said. “I know we’ve said this before, if you’re in California, you’re probably a little late, but in all the other places you can start early.”It starts with understanding your application, duty cycles and selecting the right truck for the job, all while getting your head around your charging strategy and understanding charger size and charge times. Davis had another handy slide for that:<figure><img src="https://img.particlenews.com/image.php?type=thumbnail_580x000&amp;url=0SIrEM_0w9XLTOW00" alt="https://img.particlenews.com/image.php?url=0SIrEM_0w9XLTOW00" width="1400" height="700" ></figure>PACCAR Part’s charging offerings range from 19.2-kilowatt chargers suitable for light-duty and maintenance use to 350-kilowatt chargers that are designed for heavy-duty vehicle charging. Mobile, wall-mounted and free-standing units are available, providing flexibility for different deployment scenarios. ABB DC wall boxes fall into the light-duty and medium-duty electric vehicles application, while all-in-one free standing unites allow for dual truck charging, reducing infrastructure costs by sharing one charger between two trucks.Mobile charging is a growing segment and PACCAR offers a Heliox mobile unit, which is a 60-kilowatt portable charger that can be used at job sites or for events, offering flexibility for those who do not want to install fixed infrastructure right away.“If you don’t want to put in fixed infrastructure right now, this is a great option for you,” Davis noted. “This does require 480-volt, three phase infrastructure, so it does need to be plugged in to be able to use, but the Heliox mobile charging unit is really great because it gives the flexibility to either do a mobile unit on a pedestal or wall mount.”As with all EV truck conversations, fleet managers need to be able to lean on manufacturers and suppliers to make zero-emissions truck operation work. “We are your dedicated consultants. We have a full offering of chargers to be able to help you in your different applications,” Davis said. “We have strong partnerships not only with our suppliers, but also in our dealerships and to help you and then also use us. We’re here to help as dedicated resources. We want to be able to guide you in what we have found throughout this process to make it easier for you to deploy charging solutions. We want to bring the lessons we’ve learned to you.”</div></body>

Mountain View, CA

NewsBreak

Peterbilt on the zero-emission regulations that will impact every fleet

Let it be known that the “that’s not going to impact me” era in heavy-duty zero-emissions vehicle regulations is over. Even if you aren’t operating in California, a number of other states are adopting CARB Advanced Clean Fleet and Advanced Clean Truck regulations, and EPA’s Greenhouse Gas (GHG) 2027 regulation is right around the corner. Engine manufacturers and OEMs alike are preparing for it in their product offering. It was a big talking point at a recent Peterbilt dealer event held in early October in California.