Liquefied natural gas offers a practical alternative for UK heavy goods vehicle fleets still waiting for electric infrastructure to expand, according to engine technology company Cespira.
HPDI system matches diesel performance
Cespira’s high-pressure direct injection system uses a small amount of pilot fuel—either diesel or hydrotreated vegetable oil—to ignite LNG. This compression ignition method avoids the spark plugs and maintenance cycles of conventional gas engines.
The third-generation system, launching at the IAA Transportation show in September, provides around 1,000 km of range with torque and payload capacity comparable to diesel. Fleets can further reduce emissions by using biomethane, a renewable fuel derived from organic waste.
Infrastructure grows alongside demand
Refueling networks are expanding. Gasrec and ViGo have built public LNG stations and provide mobile or depot-based solutions. Gasrec’s DIRFT site in Northamptonshire, Europe’s largest gas refueling station, serves up to 700 trucks daily with just seven dispensers—far fewer than the grid capacity and dwell time needed for electric charging.
Cespira’s CEO Carlos Gonzalez stated the UK is developing quickly. Some fleets now sell carbon reductions to customers as part of transport contracts. “The UK market is our main focus today,” he said. “Adoption has been strong.”
Related: eCourier faces new employment status lawsuit
Major operators like Buffaload, Gregory Group, and DHL have already introduced LNG trucks. Unlike compressed natural gas engines, which depend on spark ignition and require more frequent maintenance, Cespira’s system uses a cryogenic pump replaced every 450,000 km or two years. Other components last the vehicle’s lifetime.
Fleets can expect maintenance intervals similar to diesel trucks. The cryogenic pump is the only regular service item. The rest of the system is built to endure the truck’s full service life.
The trucks offer the same torque, engine braking, and payload capacity as diesel. The key difference lies in the fuel: LNG is stored at -160°C in insulated tanks.
While LNG trucks have a higher upfront cost than diesel, Cespira argues the total cost of ownership is often lower. Fuel efficiency and cheaper biomethane can offset the initial price, sometimes making it more economical than diesel over time. The payback varies based on fuel prices and usage, but Gonzalez noted it’s the only decarbonization technology currently outperforming diesel on total cost.
This advantage matters most for fleets unable to wait for electric charging networks. A long-haul operator covering 1,000 km routes can’t afford lengthy recharging stops. LNG provides a way to cut emissions immediately without sacrificing range or payload. For companies already purchasing carbon credits or facing scope 3 reporting, the financial case becomes clearer.
Government policy lags behind industry
The UK government hasn’t included LNG in its long-term decarbonization plans, though the industry views it as a useful bridge solution. Gonzalez said biomethane in combustion engines has already shown it can deliver near-zero CO₂ emissions at scale. “The priority should be creating conditions—through regulations or incentives—that allow renewable fuels to grow,” he said.
Related: Zenith Defy Revival gets hands on review
Infrastructure for LNG is simpler to deploy than electric charging hubs. Biomethane can be produced locally, reducing dependence on imported energy. In a period of rising energy costs and supply chain uncertainty, fleets are beginning to recognize this benefit.
Cespira is also developing hydrogen combustion engines. The company recently partnered with Volvo Trucks to bring a hydrogen version of its HPDI system to market before 2030. Like LNG, it would use existing engine technology to keep development costs low, though hydrogen remains expensive and supply chains are still developing.
Gonzalez noted liquid hydrogen is an option, but compressed gas at 700 bar is the most likely near-term solution. “Hydrogen will play a key role in decarbonizing certain transport applications,” he said. “But the timing depends on how quickly we can produce, transport, and make it available at a competitive price.”
For now, LNG addresses the gap where electric trucks aren’t yet practical. It’s not the only solution, but fleets can adopt it today without waiting for new infrastructure or policy changes. As Gonzalez put it, “The most practical and affordable technology often wins.”
In cities like Bath, larger vehicles already face higher parking fees, reflecting growing pressure to reduce emissions across transport sectors.
