Schaeffer talks future of advanced IC engines

Many of the executive actions that U.S. President Donald Trump signed on the day of his inauguration reversed the policies and actions of the previous Biden administration. They included several that affect the power as well as commercial equipment and vehicle industries, particularly those related to vehicle electrification and the drive to net zero.

Such was the backdrop to a conversation Power Progress had with Allen Schaeffer, executive director of the Engine Technology Forum, about future trends in internal combustion (IC) engines.

“The previous four years were very heavily focused on climate change and reducing greenhouse gas emissions in every possible way,” Schaeffer said. “And they had the monies and policies to really drive that. What you saw [on inauguration day] with the incoming administration was a bit of a reversal.”

These actions coupled with possible future Trump administration policies could set the stage for more focus on IC engines.

“That sort of energy policy underscores the importance of continued innovation and development of advanced internal combustion engines,” he said, adding that investments beyond the reduction of greenhouse gases (GHG), such as those focused on IC engine fuel efficiency, will likely begin to take precedence.

Alternative Fuels Focus

One thing Schaeffer said is likely to gain more attention from engine and equipment makers alike is alternative fuels.

Neste MY Renewable Diesel is now available in New Jersey at K.W. Rastall Oil’s North Brunswick, N.J., truck stop. (Photo: K.W. Rastall Oil)

“Fuels is at the top of that list,” Schaeffer said. “I think we’ve seen that, from the renewable fuel perspective over the last few years, how much that’s grown and how much that’s been a significant part of California and their ability to reduce carbon emissions because of their low carbon fuel standard, which requires increasing percentages of low-carbon fuels into the mainstream fuel pool.”

Schaeffer added that in California, more than 75 percent of the diesel fuel pool is renewable diesel, which can produce as much as 80 percent fewer carbon emissions than fossil diesel.

“Changing out the fuel for the engines that we have hopefully will be part of what we might say is a new energy policy from this administration,” Schaeffer said. “Let’s look at innovative fuels and technology in a different way.”

Part of the reason for that is that while engine makers have made dramatic advances in engine technology, they may be in danger of hitting an innovation wall. When Washington-based fuel maker Advanced Refining Concepts (ARC) recently introduced two new diesel fuel formulations, Managing Partner Peter Gunnerman said, “Engine manufacturers are at their limits trying to improve efficiency and emissions from standard diesel. It’s long past due time to redesign the fuel side.”

Schaeffer agreed with the sentiment.

“I think they [engines] are at a very low level of emissions now. And these new standards that are kicking in in 2027 will take it down another notch,” he said, referring to U.S. Environmental Protection Agency (EPA) heavy-duty truck emissions standards due to take effect with the 2027 model year — standards the future of which are now uncertain under the Trump administration.

According to Schaeffer, the industry is hopeful that the Trump administration will provide a better renewable fuels policy than the previous administration.

“I think there’s been a great frustration the last four years from the biofuels industry about the Biden administration’s lack of growth policies for the renewable fuel standard,” he said. “If you really were looking at freight sustainability and decarbonization, you’d look at all the different approaches. That was one that they never really tended to.”

Schaeffer added that investment in renewable diesel will require government policy support.

Hydrogen’s Future Promise

Another alternative fuel that Schaeffer said he has seen more interest in over the last year than ever before is hydrogen.

Cummins B6.7H hydrogen engine (Photo: Cummins)

“It used to be a big joke that hydrogen was right around the corner,” he said. “Honestly, in the last year, it really felt like the corner has been turned and we see some really interesting developments there from companies like Cummins and others. JCB has a hydrogen technology out there now. Caterpillar has hydrogen. [There are] dual fuel blending applications, etc.”

Schaeffer added, “Companies have a huge interest in providing their customers with more options. Certainly, a hydrogen internal combustion engine vehicle checks a lot of boxes. [It uses] the same engine architecture components. People know how to service these kinds of engines. We’re again just switching out the fuel to a different kind of fuel.”

The limiting factor on the adoption of hydrogen fuel will be a reliable fueling network. Schaeffer said that if such a network becomes available, hydrogen IC engines could become more widely used in the future.

“That’s a tricky one,” he added, “because those investments [in hydrogen] came from the Biden administration’s program. I think they’ve spent pretty much all of that.” Schaeffer didn’t think additional funding for hydrogen would be forthcoming from the Trump administration.

Electrification’s Continued Role

While the future of electrification is uncertain under the new U.S. administration’s policies, it could still play a role with regard to advanced IC engine innovation.

“We see a lot of work with manufacturers on things like electrification of components,” Schaeffer said. “This is not new. Taking parasitic loads off of engines has been happening forever.”

He added that hybrid electric systems might become more prevalent due to the efficiency and lower cost of modern electric motors. It also bridges the gap between zero-emission vehicles and those that are exclusively IC engine-powered.

“That’s a technology that’s out there and it’s not as expensive or as dramatic as saying you have to go to a zero-emission vehicle or electrification only,” Schaeffer said. “It’s saying we’re going to apply this technology to an advanced engine-powered vehicle and give you more miles per gallon, greater efficiency, etc.

Giving Customers Choices

Schaeffer added that in the absence of any incentives or other motivating factors driving equipment makers toward a particular power source, customer preference will be more of a consideration.

The Elgin Pelican plug-in hybrid electric (PHEV) sweeper has an electrified drive system that works in conjunction with a John Deere 4.5L engine. (Photo: Modine)

“What you’re going to see is a much more customized approach to say, let us help you look at your freight operation here,” he said. “Maybe these [applications] are perfectly suited for zero-emission technology, but over here, we’ve got something else that makes sense — renewable fuels, etc.”

He added that being able to choose from a variety of power sources is akin to having the right tool for the job, rather than just applying a “hammer” to every situation.

“Diesel has sort of been that big hammer,” Schaeffer said. “You know what, we’re going to have a truck, bang — we’re going to need diesel. We know what it does. it’s strong enough to get the job done. It can create efficiency, and the hammer’s gotten better over time.

“But maybe now we need more of an assorted bunch of hammers. The tasks we have are different, and not every hammer is going to work in every circumstance. So, I think that the toolbox is definitely expanding for technology solutions.”

Schaeffer said he hopes the industry can find a middle ground where OEMs can take advantage of all power technologies in the right way. That means an adequate supply of advanced engine technology while also providing zero-emission technology for customers where and when it makes sense and allowing natural market forces to take effect.

“Ultimately, these technologies, to the extent that they are going to be effective in the marketplace, they have to survive in a natural marketplace, which is not one supported by government subsidies and incentives all the time,” Schaeffer said.