Nikola Motor Company earlier this month showed a semi-truck prototype called the One. Now the company has released more production details for what could be the first cohort of long-haul commercial trucks with zero tailpipe emissions.
The stage is set for much of the U.S. commercial-truck fleet—America’s freight backbone—to undergo a major transformation over the next decade. While established brands such as Freightliner and its parent, Daimler, are definitely up to the task, the upheaval could allow a new generation of upstart companies—including Nikola and even Tesla—to potentially grab some of the share.
Driving the unprecedented innovation in the industry are the tougher efficiency standards adopted by the federal government this past summer, affecting big rigs through 2027. Truckmakers are preparing to introduce solutions that roughly parallel how passenger vehicles are being remade: downsized engines, improved aerodynamics, hybridization, and, in some cases, battery-electric and fuel-cell powertrains.
The Nikola One is a long-range Class 8 semi, with an electric motor system delivering power to the wheels and a hydrogen fuel cell generating up to 300 kW and buffered by a 320-kWh battery pack. Its range is 800 to 1200 miles between hydrogen refueling stops, and the all-electric powertrain should make the Nikola One exceptionally quick. The electric motor system delivers 1000 horsepower and 2000 lb-ft of torque. By comparison, Peterbilt Class 8 semis use a mammoth diesel inline-six that makes up to 510 hp and 1850 lb-ft of torque.
Fuel Cells, Not Turbines
Nikola hasn’t disclosed any fuel-consumption numbers for the One yet—or identified the manufacturer of the fuel-cell stack—but it claims best-in-class efficiency. Previous plans from Nikola focused around the use of a natural-gas-fueled turbine that would generate power for the electric drivetrain. While the federal regulations probably had something to do with the company’s sudden change in power sources, spokesperson Colleen Robar said that it came down to a simple contrast: Turbines are noisy and have tailpipe emissions, while fuel-cells are relatively quiet and don’t. “They both output the same energy, so for us it was a no-brainer to go hydrogen,” Robar explained.
The 320-kWh battery pack for the Nikola One prototype is made of 18,650 lithium-ion cells—the same kind used in Tesla products—from an as-yet-unnamed supplier. Its final capacity could be slightly larger or smaller, the company says, and it will weigh between 3000 and 4000 pounds. The fuel cell functions as a range extender that charges the battery as needed; but without the fuel cell the truck can go between 100 and 200 miles, depending on the load.
Nikola is planning luxuriously equipped, high-end cabs, with sleeper-cab and day-cab configurations in the works, essentially functioning as the truck driver’s motel suite on wheels. The trucks will feature a 21-inch vertical touchscreen, and Nikola is planning to include freight-scheduling software with all One and Two trucks.
Perhaps most notable of all the news is Nikola’s distribution partnership—with Ryder, which will provide nationwide sales, service, and warranty support at its 800 locations. Additionally, Thompson Machinery will offer sales and service in Tennessee and Mississippi.
Lease Buys In to Hypothetical Hydrogen Infrastructure
Initially, Nikola plans only to lease these trucks via its Complete Leasing program, which costs $5000 to $7000 per month. In addition to the hydrogen for refueling, that includes warranty coverage and scheduled maintenance for seven years or 1 million miles, whichever comes first. The company is asking for at least $1500 down (100 percent refundable) for those wanting to lease. The company claims to have reservations that total nearly $3 billion, but Nikola won’t disclose how much has been deposited so far.
Nikola trucks also would include free hydrogen for the first 1 million miles. Nikola’s plan for an extensive network to fuel its trucks is ambiguous at best; the company says that it “currently has 364 strategically positioned hydrogen stations planned across the U.S. and Canada, and many more to come.” However construction on the network hasn’t yet started; and hydrogen fueling stations are expensive—between $1 billion and $2 billion each, although those costs could gradually come down. At the moment, according to the U.S. Department of Energy, there are only 31 publicly accessible hydrogen stations in the United States.
These Nikola stations plan to operate on a model that assumes a robust hydrogen economy—in which they would collect meaningful revenue from those who refuel with non-Nikola products, such as a Toyota Mirai. Stations would be financed in part by third parties that would then license the convenience-store rights. Robar insisted that the company hasn’t released specific locations for the stations—a strategic move, to avoid a land grab and keep construction costs down. “It will take nearly a decade to get it all up and running, but we will have a big percentage started in 2018 and 2019 to support the truck deliveries,” Robar said.
The first 5000 Nikola One trucks will be built under contract by Fitzgerald Glider Kits, an automotive parts manufacturer in Byrdstown, Tennessee, for market introduction in 2019—with U.S. Xpress signed on as one of the first fleet customers. Simultaneously, a $1 billion factory will be built in the state so that Nikola can build its own trucks at higher volume.
That’s a lot of commitment; but with strong support from the trucking industry and fleet operators, this is one piece of rulemaking that is unlikely to be rolled back with the changing tide in Washington, D.C.
from Car and Driver BlogCar and Driver Blog http://ift.tt/2hwaUvd
via IFTTT
0 comments:
Post a Comment