The European Commission has published the official 2022 CO2 emission results for heavy-duty vehicles. Many OEMs are ahead of the targets and have gained credits, while others have their work cut out as we approach the 2025 target.
The U.S. EPA has finalized the Phase 3 GHG rule specifying CO2 emission reductions from heavy-duty trucks and buses over MY 2027 – 2032.
A brief summary of the near-final Euro 7 regulations for light- and heavy-duty vehicles.
Given the lack of MY 2024 compliant new engine introductions, California has proposed an amendment to its low NOx omnibus, providing more flexibility for legacy engines.
California and Truck & Engine Manufacturers have reached a deal on low NOx and electrification targets in the state. This paves the way for more regulatory certainty but the challenges ahead are not diminished.
A downloadable summary of the U.S. EPA announced the Phase 3 GHG proposal for heavy-duty vehicles. From 2027 to 2032, 45% reduction in CO2 emissions for light vocational vehicles and 25% for Class 8 sleeper cabs. Over half of light vocational and a quarter of sleeper cabs expected to be ZEVs by 2032.
Europe has proposed an ambitious revision to its heavy-duty vehicle CO2 emission standards. Here’s a summary of some of the revised and new elements
A summary of CARB’s latest Advanced Clean Fleets proposal for heavy-duty truck electrification as discussed in the February 2023 Workshop.
The US EPA has finalized its standards for heavy duty engines starting model years 2027 and beyond. Here is a summary of the standards and a high-level comparison with California’s low NOx rule published earlier.
Here’s a summary of EPA’s proposed changes to tailpipe NOx and CO2 emission standards for HD trucks in the US beyond 2027.
