On a recent episode of Truck Tech, Alan Adler dived into the dealership and customer experience for those looking to buy renewable natural gas (RNG) Class 8 trucks and the part these factors play in the Cummins ecosystem. Nathan Whittaker, new truck regional sales manager for MHC Kenworth in Greensboro, North Carolina, spoke with Adler about why heavy-duty fleets should consider RNG a priority in their decarbonization strategy.
MHC has 10 Kenworth locations in North Carolina and 125 across 19 states, employing more than 5,000 workers and making it one of the largest Kenworth dealership networks in the world. Whittaker said one out of every three trucks coming out of the Chillicothe, Ohio, plant is sold by an MHC location.
With a vast network and market share, Whittaker has key insights into fleet interest in the new X15N Cummins natural gas engine paired with Hexagon Agility’s fuel systems for Kenworth tractors. “The X15N has definitely sparked interest in alternative fuels outside of just electric or hydrogen fuel cells,” he said.
Key considerations to make the switch to RNG
With new technology comes the need to create customer awareness.
When looking to switch from diesel to RNG, Whittaker says the first step is getting awareness of both the new technology and the partnerships required to make it happen. Fleets that are looking to make the switch face two key steps toward adoption: getting driver buy-in and customer feedback.
For drivers in particular, understanding the RNG powertrain and how the vehicle will operate compared to a diesel engine is paramount. The older 12-liter (ISX12N) natural gas engine was suitable for short haul applications, but it lacked the capabilities of a 15-liter diesel engine. For fleets in the long-haul space, the X15N natural gas engine is, for the first time, delivering diesel-like performance.
“The X12 [natural] gas motor has been around since 2010 and it’s seen a lot of opportunity, but it’s more short-haul,” Whittaker said. “We’re now able to look at this in a whole different manner and say, ‘We’ve got a long-haul option.’” The next step, he adds, is sitting down to talk with fleets to determine if, and how, they can integrate the X15N into their existing operations.
Performance is just one of the factors to consider. Another is adjusting to a new way of purchasing and fueling the natural gas truck compared to diesel. When starting the conversation, Whittaker said it’s important to mention costs, whether they are upfront costs or infrastructure-related.
Many first-time buyers think it’s only the truck, but Whittaker says it’s just as important to consider the fuel. Compared with diesel, which is found nationwide at truck stops or fleet fuel islands, it is important to know where natural gas is found, how the fleet can get it, and who is providing it. Whittaker notes that conversations like total cost of ownership and return on investment must take place.
2027 CARB, EPA standards create more opportunities for X15N
Despite the additional considerations associated with switching fuel sources, the opportunity for the X15N is growing, especially given upcoming stricter emissions standards laid out by the Environmental Protection Agency and the California Air Resources Board (CARB) requirements.
Stricter emissions and a higher mandated percentage of zero-emissions vehicles are putting diesel technologies on a collision course with alternate fuel options. Whittaker said the added pressure to meet the new deadlines is leading to a situation in which more alternative fuel systems are getting a chance.
“We are seeing other engine manufacturers pull product forward, and we’re likely to see what that’s going to do with regards to allocation,” he said, adding that this could help with X15N demand as customers look to pre-buy equipment ahead of the mandate.
For CARB standards, a positive sign for natural gas comes from increased attention and infrastructure development over the past decade. In 2023, 97% of natural gas used by commercial vehicles in California was RNG.
Whittaker talked about how customers who produce their own RNG are now seeing opportunities to create partnerships with carriers that require RNG to fuel their vehicles. This circular economy fueled by RNG is one way companies, which face increasing pressure from boards and consumers, can reduce the carbon impact of their supply chains.
“It’s all about being able to be prepared for what’s coming, as well as preparing your fleet to grow,” said Whittaker.
Natural gas infrastructure gives a head start for fleets looking to transition
One question Adler posed is whether natural gas has “a long tail” in light of the slow transition to alternatives like fully electric heavy duty trucks. Whittaker believes that compressed natural gas (CNG) and RNG are in a great position to expand, partly because electric vehicle infrastructure remains constrained by other factors such as existing grid capacity. He adds that fully electric trucks are not an “end all, be all” solution. There is plenty of space for other energy sources like RNG to thrive, especially since electric infrastructure is currently lagging compared to what CNG and liquefied natural gas systems were 10 years ago.
While electrification in trucking remains constrained and current adoption rates vary by market and infrastructure, CNG/LNG infrastructure has a head start for fleets looking to transition quickly ahead of looming tighter emissions standards.
In addition to getting insights from MHC, Adler spoke with Sarah Abernethy, powertrain marketing manager from Kenworth, at the Advanced Clean Transportation Expo in Las Vegas earlier this year.
Abernethy was most excited about showcasing how the X15N powertrain doesn’t feel too different from a diesel truck. The engine is designed to have diesel-like performance and compete with the larger 15-liter diesel engine.
In addition to the engine, the power train has been upgraded to work with natural gas. Abernethy said, “We’ve mated this engine to the Endurant HD 12-speed transmission. Cummins and Eaton have worked really hard to make sure that the shift points and the drivability of the trucks have been tuned to the point of what drivers are expecting from a 15L.”
She added that having conversations with customers looking to make the switch is key as fleets look at ways they can configure their trucks, including the truck body, location of the fifth wheel, the fifth wheel setting, the location to mount fuel tanks, and whether to use the back of the truck or rail-mounted tanks.
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