Crikey, these numbers are all over the shop!
This supports my comment. Different combinations of gens, engines, trans , diffs etc nearly anything will affect the bottom line in a similar way to the article story.
Just reading between the lines. With some industry knowledge.

What is easier to comment on is the approach from this major supplier.
When a generic supplier takes the bit and does their part supplying what will surely be a well made fitment, I'm thinking more the casings and transmission components although it sounds as though they supply complete systems This enables smaller builders into the game.
Standardised equipment will allow a variety of engines and chassis options while allowing manufactures and research departments comparison units, or truck makers the choice of engines etc with the accompanying versatility at the the least cost, while maintaining access to spares inventory and upgrades as and if they become available.
Mistakes will be made and rectified, the corporate memory and lessons learned will flow more easily.
The alternative of many agents working in the dark is just too awful to contemplate.
Of course it will be good to see plausible ideas and choice of supplier developed, Hopefully without the pressure of deadlines.
I think that there is much scope for this generic component supply for hybrid vehicle construction as for sometime development and supply will constrain delivery and cost (due to small production runs and a rapid evolution.)
The benefits from a spirit of co-operation, while traditionally far fetched, nevertheless will enable the maximum possibilities.

Progress is occurring before your very eyes.

This is the way that engineering progress happens in the real world. For those with little technical training it isn't some mysterious process; it just takes lots of work, skull sweat, and continued effort, to advance the real state-of-the-art.

Some seem to still find a basis to criticize everything. Why?

There is evidence that hybridization can be applied to medium duty trucks and produce a substantial benefit. One size does not fit all trucks, and operating environments. And this is proof that hybridization can be applied to more than tiny passenger cars, and perform well.

Furthermore while we all await the next Prius and Volt like deus-ex-machina, meanwhile it seems clear that hybridization has arrived in the medium trucking industry and rapidly advancing to just a standard way of doing the routine and regular development of truck fleets, using off-the-shelf standard components, of which this Eaton hybrid drive transmission is now such a standard item.

i wonder what this system costs for an OEM. it seems like it'd be a good start for making a small battery electric vehicle. 44kW would be plenty for a Honda Fit sized vehicle.

just put a nice big battery pack in parallel with the little 2kWh pack it comes with. i bet if you get rid of the spare tire there would be space for sufficient batteries in the trunk.

Enova Systems(ENA) is better. Enova Systems, Inc. engages in the development and production of digital power management systems for transportation vehicles and stationary power generation systems. The company develops and produces software, firmware, and hardware for applications in vehicle power generation and stationary power generation markets. It offers digital power conversion, power management, and system integration products. Enova Systems offers drive systems and related components for electric, hybrid-electric, fuel cell, and microturbine-powered vehicles; and power management and power conversion components for stationary distributed power generation systems. In addition, the company engages in research and development to augment and support others and its own related product development efforts. Its products are used in light, medium, and heavy duty trucks; train locomotives; transit buses; and industrial vehicles. The company has strategic relationship with Ford Motor Company to develop and manufacture high power and voltage conversion module for Ford's fuel cell vehicle; and International Truck and Engine Corp. Enova Systems was founded in 1976. It was formerly known as U.S. Electricar, Inc. and changed its name to Enova Systems, Inc. in 2000. The company is headquartered in Torrance, California.

While different drivers techniques can have an enormous effect on economy figures, education will even that out.
Given the same operator say a robot that behaves exactly predictably then we are left with the operating environment. With heavy vehicles with large energy demands the matching of all engine drivetrain, chassis tyres streamlining etc is critical. The ability to specify the configuration is "where its all at" once these parameters are dialed in, the engine, body management software can be adjusted through adaptive learning or analysis of recorded telemetry to get that last bit.
The more things that can be tweaked the better the outcome. Conversely the less options, one is stuck with, from manufactures proprietary decisions, the bigger a dog we're stuck with when its found to be inappropriate.
Imagine if shoes only came in 3 sizes.
At the same time we don't want every manufacturer trying to be everywhere at once, but only offering their own option.
Loss of reputation and business and progress will stagnate.
Frustrate and annoy the tradespersons, who are in my experience across many trades 'past carin'

Though the simulations may have had some bias, I thought they were reasonable. The design of the system would have optimized its performance in the simulation rather than in testing or field trials. This would introduce a bias into the simulation results. So I don't think it's cynical retention of assumptions but an inexcusably less than perfect model.

I don't think you understand, doggydogworld. If one lacks the understanding to analyze and discuss the details and implications of an article, the only other way to make oneself appear and feel intellectually superior is to pour out non-detailed disdain and cynicism.