As the Environmental Protection Agency works toward a kind of rework of its 2027 heavy-duty NOx emissions regulations, owner-operators in Overdrive's audience made it abundantly clear during recent polling that the agency’s efforts don’t go far enough.
As previously reported, EPA’s proposed changes to the 2027 NOx rule don't fundamentally modify the emissions limits themselves. Instead, regulators proposed to put a permanent end to engine derates related to diesel exhaust fluid (DEF)-related faults, offered manufacturers relaxed timelines for full compliance, and stripped extended warranty requirements from the rule.
Those required warranties would have taken effect with model year 2027 engines. The original rule would have required OEMs to extend warranties to 450,000 miles from 100,000 and useful-life limits to 650,000 miles from 435,000 miles for emissions equipment. OEMs claimed those requirements passed upwards of $20,000 in added cost to truck buyers.
The extended useful-life limits under the proposal would be delayed until model year 2030 engines, yet the warranty extensions are gone in the proposal.
In recent Overdrive polling, 43% of respondents called for EPA to go farther and totally eliminate the 2027 NOx regs. Another 40% said the extended warranty requirements should be kept in place. Other respondents emphasized the importance for EPA to strike a balance between environmental benefits and costs for consumers.
Others even called for EPA to allow a return to the assembling of glider kits -- new trucks sold with no engine to allow the end user to install the engine they want, a refuge for many owners through the years as reliability fears for newer equipment spread. EPA's emissions regs that took effect with model year 2018 engines limited glider kit builders to just 300 units a year that did not meet the emissions regulations at the time, effectively drying up the glider kit market.
In what follows in this story, part of a three-part package voicing reader response, find what truckers had to say about doing away with the 2027 emissions regulations altogether (or even more). Read on, too, for separate looks at EPA’s proposed warranty rollback and readers' advocacy for striking a better balance between environment and cost.
Truckers take aim at DEF
Truck owners’ disdain for DEF and the issues created since it became a requirement with 2010 model year engines is clear in much of the commentary.
“Completely eliminate DEF and EGR,” one reader said. “It would increase fuel efficiency and lower prices across the board for shipping, and in turn the general public.”
“Do away [with] DEF completely, go back to just EGR cooler,” said another.
“Roll back the emissions back to level between 2006-2010 -- after that time period it has been a disaster of issues in emission problems and has driven up cost where most companies [cannot] afford newer trucks. It is driving up the cost of everything from building roads and homes to putting food on peoples’ tables.”
The theme rolls on.
“Eliminate DEF all together. There has to be a better way to reduce emissions,” another trucker said. “DEF does not store well, crystallized it stops up the system rendering it useless anyway.”
“Get rid of the DEF system all together,” said another. “It’s unnecessary and costly. With freight rates the way they are it brings the new truck cost and repair cost to an unbelievable level.”
This owner backed up his call with hard numbers and even questioned EPA’s proposal to get rid of derates:
“In the last 18 months as an owner-operator I have spent $38,786.42 exclusively on DEF repairs (five total). In only one of those instances the truck de-rated, so it doesn’t seem to me to be much of a benefit to override systems in place that will prevent the engine from further damage in order to get the truck further down the road avoiding the inevitable. In my opinion you are going to see more significant engine damage due to negligence. I think it should remain the same or be at the very least rolled back to a simple EGR only as I don’t really think any decision in the middle is a ‘win, win’ all the way. But hey, my opinion and a dollar won’t even buy you a cup of coffee anyway.”
[Related: DOJ dropping charges against diesel 'deleters,' emissions-device defeaters]
Others call for total emissions equipment elimination
“All emissions components should be eliminated completely so the engines last longer just like they used to, these components are choking the engines, and to repair or replace the exhaust is outrageously expensive,” one reader said.
“Do away with them totally, back to 1980,” said another.
There are many other comments with similar themes:
“Elimination of the whole SCR System. No more SCR, DPF, DEF, EGR, REGEN.”
“End all the emissions related items that hinder unit production and reduce operation efficiency. This will help the ‘little guys’ greatly. Let the big companies operating many units save the planet from extinction.”
“EPA should eliminate all of the unnecessary stuff. Let the engine do what it's supposed to do instead of choking the engines down, causing more damage than good. As usual, over-regulated and underpaid and always blamed!”
One driver also noted that today’s engines, even without emissions equipment, are clean enough.
“Get rid of EGR and DEF. Today's electronic engines burn cleaner. Removing EGR and DEF will make engines last longer, and be much more reliable.”
“It all needs to go away. It doesn’t work to clean the air and we have to keep a tank of corrosive junk around with us. These new engines are already being squeezed for efficiency as it is. Take the burden off the working man for a failed experiment.”
In a similar vein, some readers said EPA should allow trucks’ emissions systems to be deleted: “Allow trucks to be deleted altogether. This whole issue is a farce. It cost hundreds of millions in dollars to sustain this model, not to mention the burden on the trucker. Enough of these foolish regulations!!!”
Rather than throwing the baby out with the bathwater, one commenter focused just on doing away with the looming 2027 regs and credited some of the engine makers for their work on their current engine designs.
“The EPA 2027 emissions regs should be eliminated. Paccar just fixed all of the issues with the MX-13, which is a very fuel-efficient engine, and the Cummins X-15 is the best, most reliable Cummins engine in years. Since 2000, engine producers have significantly reduced emissions, but it has been a very painful process to get here, with countless owner-ops, and even some carrier failures, as a result of the EPA regs. No doubt, at least one engine manufacturer will get it wrong when trying to satisfy the 2027 EPA regs. Give trucking a chance at a turnaround. I do think if the EPA wants to further reduce emissions from trucks, there are lower-cost, more effective and less risky ways to do so than moving to the EPA 2027 engines.”
