Fuel Smarts

M2 106 Hybrid Approved for New York State’s Voucher Program, Daimler Says

June 03, 2014

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Freightliner’s M2 106 diesel-electric hybrid truck has been approved for the New York Truck-Voucher Incentive Program, Daimler Trucks North America announced today.  

The program, called NYT-VIP, provides $19 million in incentives for clean vehicle technologies, and is backed by several New York agencies. The program’s goal is to promote clean air by encouraging the adoption of advanced vehicle technologies in commercial trucks and buses.

"The NYT-VIP voucher is intended to reduce about half the incremental costs of purchasing advanced technology heavy duty trucks and buses," the New York State Energy Research and Development Authority says on its website, www.nyserda.ny.gov.

The program includes hybrids, natural gas and electric vehicles, and diesel emission particulate traps.

The Freightliner M2 106 hybrid uses a Cummins ISB6.7 diesel and the Eaton electric-drive system that significantly reduces fuel consumption and reduces brake wear.

The M2 claims outstanding visibility and maneuverability, and can be configured for a wide variety of bodies to suit various applications, said Mary Aufdemberg, director of product marketing for Freightliner Trucks.

Freightliner’s commitment to green technologies is part of parent company Daimler AG’s global Shaping Future Transportation initiative. Launched in 2007, the initiative is focused on reducing pollutants, carbon dioxide and fuel consumption with clean, efficient drive systems, including clean diesel and alternative fuels, the builder said.

More information is at www.freightlinertrucks.com.





  1. 1. Greg Foreman [ June 03, 2014 @ 07:27PM ]

    The diesel-electric power plant is a hybrid system that has never received proper industry consideration. The system is years ahead of any of the “snake oil” alternative systems being pushed and, unfortunately, adopted by certain players in the trucking industry.
    The diesel-electric power plant has performed efficiently and productively in the railroad industry for over fifty years. The same principal design could easily be adapted to power configurations for Class 5-8 trucks. Employing a small diesel engine configured to run an electric generator, generating power to direct drive in-hub electric motors that would drive the truck would increase fuel economy by as much as +100%. Direct drive in-hub motors would reduce the overall weight of the truck by negating drive shafts, transmissions and rear end differentials. The reduction in overall weight of the truck would translate into increased net payload and increased profit from operations.
    The increased cost in producing such units would be offset by reduced fuel consumption, increased net payload and less down time(fewer operational components translates into fewer mechanical problems and headaches) thereby reducing pay back periods without relying of federal and state subsidies. At any rate, increased cost of production associated with the diesel-electric configurations would never come close to the excessive cost necessitated by natural gas powered Class 5-8 trucks.


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