The more Biglorryblog sees of  hybrid trucks the more I find myself thinking: "Yes, this is a compromise that can work---not least in the planned Low Emission Zones." It seems the world's truck manufacturers feel the same way.Earlier this year Paccar announced that it was creating "an ambitious goal of 30% improvement in vehicle fuel efficiency for selected medium-duty applications over the next seven years utilizing hybrid technology as a key contributor to achieving this objective."

There were certainly plenty hybrid systems on display at the recent IAA Hanover truck show not least from Daf which unveiled a brand new prototype based around the LF, developed in partnership with Eaton. How seriously is Paccar taking the hybrid? Well judge for yourself from this quote from senior vice president (and former Daf boss) Jim Cardillo. "Availability of hybrid-powered Paccar trucks is targeted for 2008 in defined medium-duty applications. Paccar's premium vehicles and technology leadership worldwide will deliver cost-effective solutions that provide significant value to our customers." Partner Eaton says it's 'thrilled' to be part of the Paccar hyrbrid push and developing hybrid power systems, "and we look forward to delivering hybrid vehicles in selected applications in 2008," says Jim Sweetnam, senior vice president and president of Eaton's Truck Group.

For the unitiated, a hybrid truck driveline (and yes this Mack tanker for the US-Air Force is a hybrid) is based around a normal diesel engine working in parallel with an electric motor generator and an on-board energy storage system (that's batteries to you and me). On inter-urban running the diesel engine provides direct drive to the vehicle's wheels and also charges the battery pack, not least during braking. However, in a sensitive urban areas and low or zero emission zones drive is provided by the electric traction motor. And as you use the diesel engine less you also save fuel--so it's a decent win-win on both counts. Up util now the enormous weight of a battery pack made electric or hybrid trucks a non-starter for normal haulage operations. But as battery technology has improved, the weight of such packs has come down from almost two tonnes to (in the case of the Daf LF shown at hanover) little more than 200kg. Truck and component manufacturers have also been able to develop other useful tweaks on hybrids like the MAN/ZF below which has a stop/start function that switches off the engine when you come to rest at traffic lights etc.

Meanwhile, critics of the US for not taking fuel economy seriously might like to consider Paccar's Kenworth Clean Power and Peterbilt Comfort Class systems which are scheduled for release in 2007 and maintain the vehicle's cabin temperatures at comfortable levels and provide power to operate other cab electrical systems without running the engine. Based on the national average of 1,850 idling hours per year for an over-the-road Class 8 vehicle, the system provides the potential for an eight% improvement in fuel efficiency, worth several thousand dollars per vehicle each year. In the great scheme of things US operators clearly still have a long way to go, but as they say at a not-altogether insignifcant supermarket chain.."Every little helps..."