Hunter Truck and Page Trucking

Application Process

Q. How was the application process – any tips to share?

A. The application process is relatively simple. It consists of uploading program contracts and typical truck deal documents to an online portal. You’ll need pictures and information on the vehicle to be scrapped. Expect some back and forth with the NYSERDA team to make sure all pictures and documents are formatted as required, but the application dovetails nicely with the typical truck purchase process.

After the Application Approval

Q. After the award, what were 3-4 next big steps?

A. Following notification of application approval, the first step is to confirm the timeline for charger install. Page Trucking had a well-developed plan for this purchase and was already prepared with a charging solution. Once lead time on the charger project was known, we placed the order for the new truck and began the scrappage process for the vehicle being decommissioned. If we plan appropriately, by the time a new truck arrives, a charger is already installed, and the old truck is gone.

Q. How long does it to take to get the EV on the lot?

A. Today’s lead times on a new Peterbilt 579EV are 6-8 months.

Purchase and Delivery

Q. How is buying an EV different from a diesel purchase? What does a purchase process look like now? Any new terms or safety activities to learn?

A. A big difference between an ICE and an EV truck sale is the delivery process. There is a very detailed delivery procedure to acquaint the operator/end user with the vehicle. EVs come with a whole new vocabulary. A good dealer will help their end users learn that language.

Service, Maintenance, Charging

Q. Will Hunter Truck be servicing Page’s EV?

A. Yes. Our Buffalo location has multiple, fully EV certified technicians.

Q. Did Hunter Truck’s ICE maintenance techs pivot to EV repairs? Did they complete repair and safety training? If yes, how did that go?

A. Yes. Peterbilt offers monthly technician certifications at the factory in Denton, TX. Hunter Truck sends diesel techs to this training on a regular basis. So far, Hunter Truck has had no shortage of volunteers.

Q. Are techs mobile? How do techs get to a vehicle that needs service? What if there is an emergency?

A. It is important to understand that high voltage componentry must only be serviced in a facility equipped for such service. Emergency procedures are outlined in detail as part of the delivery process.

Q. What are some warranty/ service features?

A. The high voltage system is warranted for 5 years.

Q. Anything to share about charging?

A. Chargers come with their own service requirements, too, which can be a bit of a learning experience.

Battery Life

Q. How long is the battery expected to last? Is the battery recycled at end of life?

A. Battery life is application dependent. The LFP (lithium iron phosphate) chemistry in our battery is rated for a >4,000 charge cycle life. In some applications, those 4,000 cycles could equate to 15 years. After the 4,000 charge cycles the battery will be at 80% state of health, meaning it can only hold 80% of the energy it did when new. So, there is still life left in that battery. It is expected that batteries will have a second life as energy storage devices in some application other than vehicles. Once fully depleted, the batteries will be recycled.

New Relationships

Q. What does Hunter Truck consider to be top selling points of EVs?

A. Peterbilt’s LFP chemistry is certainly a big differentiator. It is a very stable battery chemistry that will hold up well to the demanding use cycles commercial vehicles endure. But Hunter Truck believes the most important thing in this space is the proper partner. Transitioning to EVs has its challenges and it demands partners who have developed their relationships with utility representatives and with infrastructure providers.

Q. What did you like about the EV? Any concerns?

A. We liked the idea of getting exposure to the technology because it does not appear that it will be optional in the future, and we didn't want to be testing new technology with a scaled mandate in place. We also liked how the EV fit into many of our customers' carbon emission initiatives.

Our concerns are everything - how does the tech actually work, what is the maintenance like, what will the battery life look like, how will drivers respond, can we put a wet kit for hydraulic flexibility, what will the range be, can we reduce or get control over the cost of power, how long will it take to recharge?

Q. How was buying an EV through NYTVIP different from buying a diesel truck?

A. The process was exponentially different. First, price - substantially different. Even with the voucher, quite a bit more. Then, with the voucher, there is a scrappage requirement.

So, first and foremost understand what has to be submitted regarding the truck that you are pulling off the road and taking out of service, such as previous year’s miles and registration. Second, don’t take the truck being retired off the road until you are very clearly ready to take delivery of the new electric vehicle. If there is a problem with delivery date, and you pull the old truck prematurely, it may become ineligible for the program.

Q. Any tips on the voucher process?

A. The first time you go through the process there’s a learning curve. Make sure that you ask specific questions and then provide details up front. It can allow the State to give you valuable feedback about your intentions.

Q. Who instructs your team about use/ charging/ safety/ best practices?

A. Our first truck came from Hunter Truck - their team has been the primary resource around use, charging, and safety in maintenance. As we are using the truck more and encountering more troubleshooting, we are figuring things out ourselves, getting information from Hunter Truck, or researching on the internet.

Q. How has service and maintenance changed?

A. The high voltage is definitely something we are learning about. We've done little maintenance at this point so I can't really weigh in. Biggest difference is we aren't doing a standard A service (greasing), so we're learning a new system for what a standard service should look like on an EV.

Q. What has changed about driving? Is the body lighter? Easier to maneuver?

A. No changes in how the truck handles. It is a standard-framed truck, so maneuverability is the same as a diesel truck.

Q. How do you manage charging?

A. We use one charger with this truck, a 125kw charger that we plug in at the end of shift overnight and it takes about 3.5-4 hours to charge from as low as 20% battery life. The charger was installed before the truck was commissioned.

Q. Does cargo weight impact range?

A. Cargo weight influences battery draw, and so does the outside air temperature. Using the air conditioner or heat draws additional battery energy.

To date, we have only used this truck for local work so that is difficult to answer if the range will change based off type of work. If I was to guess, though, I would say that climbing hills would impact range but would have to also take into account that the battery would get a “re-charge” on the downward side of the hill by means of the braking system.

Q. How’s the driver experience? Any stories or lessons learned?

A. All drivers are skeptical regarding this technology until they operate it. Afterwards the feedback is usually consistent -- it’s quiet, it’s powerful, and it’s very nice to drive.