Posted on 01/14/2022 12:43:32 PM PST by Red Badger
The enhanced VNR Electric truck can be had with a 565-kWh battery pack for up to 275 miles of per-charge rangeVolvo Trucks VIEW 1 IMAGES
Just over two years ago, Volvo Trucks introduced the VNR Electric regional transport truck to the US market, and now the company has announced an enhanced version – with more per-charge range and faster charging.
The class 8 electric truck is part of a six-strong fleet of all-electric heavy trucks in the Volvo Trucks range, and is available in four-battery and six-battery versions, with configurations for the former running to 4x2, 6x2 or 6x4 truck or tractor setups, while the six-battery config is offered as a 6x2 or 6x4 tractor.
Onboard energy storage capacity tops out at 565 kWh for a per-charge range of up to 275 miles (440 km) – representing an 85 percent increase on the VNR Electric from December 2020. And braking energy can be trickled back into the battery stacks to potentially eke a little more range before needing to pull into a charging station.
The truck supports 250-kW fast-charging that allows drivers of a four-battery truck to get to 80-percent capacity in 60 minutes while the six-battery setup goes to 80-percent in 90 minutes.
The VNR Electric's 455-hp (340-kW) drivetrain can produce up to 4,051 lb-ft (5,492 Nm) of peak output torque, features two-speed automatic transmission and is reported to have a highway-capable top speed of 68 mph (109 km/h). The truck also comes with forward collision avoidance tech that uses radar and cameras to assist drivers in responding to changing traffic situations and help reduce collision risk.
(Excerpt) Read more at newatlas.com ...
Remember beauty is skin deep. Stupid goes clear to the bone and there ain’t no cure for stupid.
I was looking up electric schoolbuses the other day. They come in about 4 times the price of a real bus.
Think about the insane logistical dance for that lunacy. Not to mention paying 20 drivers to do what one could do on a cross country run.
It’s insanely stupid.
How about some real world data from real trucks doing real routes.
https://nacfe.org/wp-content/uploads/2020/06/EVS33_Mihelic_ID257_NACFE_NREL_PrePub_Download.pdf
Most class 8s are doing local and regional delivery only a much smaller fraction do over the road long distance routes. For in town delivery a range of under 100 miles with the trucks retiring to the depot at night would work.
No body wants to talk price/truck. Plus bill to fuel or maintain. It’s 🐴💩.
I will never own or use an electric vehicle in the 30 years of life I have left to live. And I smirk at the lemmings I pass on the highways that have bought them.
but Europe is tiny ,LOL
“It’s as if none of these issues matter.”
It’s as if you haven’t looked at the data.
“, I am sure long-haul truckers will be lining up for that.”
Long haul is less than half the market and decreasing>
“Oh and who pays the electric bill?”
Who pays the diesel bill?
I find the Hyliion ERX power plant to be the most interesting proposal for electric Class 8 trucks.
Actually it’s more a type of hybrid- it has an onboard generator powered by natural gas so it’s independent of the grid. Range is 1200 miles and then you refill the natgas tank so it’s quicker than charging a pure BEV.
https://www.hyliion.com/erx-page/
“Some trucks under development are using hydrogen fuel-cells which can go much further.”
https://global.toyota/en/newsroom/corporate/34009225.html
https://nikolamotor.com/energy
“A diesel truck weighs less and gets better fuel economy as it burns fuel. “
Not very much difference.
I can't get halfway out of Florida on that charge.
Will the free market sort these approaches out or will it be mandated by the fedgov?
I see the current administration driving up the price of petroleum fuels and subsidizing electrics. But a Trump 2025 could turn the whole thing around.
It’s gotta be hard to be a product planner in the vehicle industry.
Sort of like a modern day pony express.
True. The overhead is the consumers problem. There ain’t no free ride.
Taking all of the fun out of life. Last rig I owned had a hot rodded Cat putting out over 600hp at the wheels, with a 15 speed and dual everything. Fun to drive and could rip and snort.
I retired from full-time driving last April 2nd. The owner I drove for is a great guy. The 04 379 Pete high roof had a big Cat, and was the smoothest riding truck I had driven over my almost 20 yr OTR career.
The previous truck was an 03 387 ‘big house’. Not as classy, but rode nice, and the 6NZ C15 was a freak! Only a 10 speed?...no problem. Just hammer down and watch the exhaust temp! We estimate it was putting at least 650 to the road, because it could almost hang with a Fitzgerald 379 that dyno’d 725 to the pavement, when pulling similar loads up state line hill on I-65 south into Bama.
I’m getting too old to care.
The thing uses as much electricity in three charges as my house does in a heavy use month. Does that offer any perspective about how much new power generation we would need for conversion?
A rough number might start with the average of 45,000 miles per truck per year or 140,000,000,000 miles per year for the fleet as stated by the HDS Truck Driving Institute whoever they are.
45,000 miles / 250 miles per charge / 3 charges equal the higher end of my household power consumption per month = 60 house months per year
So you could operate five houses similar to mine in the highest demand month for five years for the same amount of electricity it takes to keep one of these trucks on the road for an average truck year.
Now, for the whole fleet of long haul trucks:
140,000,000,000 / 250 / 3 =1,866,666 house months per year
Put another way:
140,000,000,000 miles per year / 250 miles per charge / 12 months / 30 days per month / 24 hours per day x 550 kwh per charge = 356,000 kwh on average of power delivered to the charging stations
Consider that 10% is lost in power transmission and nearly 400,000 kw of additional generating capacity is needed. A pittance compared to our 1.2 billion kilowatts of installed capacity
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