In-Depth Analysis of Tesla Semi Data (Freightliner and Volvo too!) 

Which is fine. Charging to 100% isnt bad for the battery as long as you dont store it like that for days. If you drive shortly after its fine. Its way worse for the battery to discharge it into the single digits.

Degradation happens due to the dynamic nature of the battery.

I don’t know their plan, but 100% is probably not 100%. Tesla did that with their cars, the software limits how much you can charge to and discharge to.

That depends if you can get the charging time to coincide with the rest period.. it's something that happens for real world truckers of course; the regs say you must rest NOW but you just put fuel in the truck and stopped for coffee.

The range is not something people discuss in Europe. What is important is to adapt to regulations for different markets and needs. Probably that is why Volvo corp has close to half the market of heavy electric trucks. And electric buses all around in cities as well.

@@colinmacdonald5732 This makes no sense. You can adapt one to the other! xD

With the current 750 kW Megachargers, 80% SOC in 1 hour, the remaining 20% in another hour. Most operators will probably only charge to 80%, unless they have a really long leg, fully loaded, after they charge; both to minimize charging time, and to maintain battery health. Reducing the load somewhat from 43,000 lbs. will permit the rated 500 miles on 80% charge, or they can carry a full load but only go 400 miles. Statistics show that 83.6% of trips are under 400 miles, so this will usually not be an issue.

F the battery charging crap, what is its useful load? They can't carry as much as the standard truck so it's a fail.

​@@davidsoom1551300mi Tesla semi weights

@@davidsoom1551 The truck is no more then 4000 punds havier then a diesel. EV trucks have 2000 extra payload by law. Tesla semi also have the hardware capability to drive themselves and will in the not too distant future. Also consider that this is the worst the technology will be from now (as in, it will only get better). It s not a fail, it s the litteral future! Do your research, invest in Tesla.

@@davidsoom1551 Imagine two things: world would as well realized that global warming is a problem. And second is that america is the only worldwide producer of oil who‘s politically not problematic / not autocracy. Every gallon of oil used strenghtens iran, uae, russia. So it might be a good idea reducing usage of fossiels as possible from both perspectives. This does not mean that every car, truck and so on needs 100% to be replaced. E.g. a company producing heavy iron parts won‘t change to electric within next years probably. But for many many loads an electric truck matches good. And it helps. Additionally it is possible that the costs per mile are lower than ICE trucks (this needs to be provef by time but it looks like the concept of ev is pretty strong in low repair costs). So it is a win-win for everyone if there are companies who are capable of habdling their loads electric. I will never understand why people hate „cost reduction“, „weaken autocrats“ and „enviromental care“ with the point of „but you cant go 1000 miles with 5 tons of metal parts with the toy trucks“. Thats just silly…

Good point

Oversimplification. Terrain plays a huge part. Tesla motors, etc. are second to none.

When you are hauling chips you never max out at 82k

Half the battery means half the range. The reality of trucking is that most loads are VOLUME limited, not weight-limited.

The Tesla Semi is already able to reach 44,000 to 48,000 lbs net weight, so it's able to cover the majority freight loads at it's battery capacity and is within a few thousand pounds of diesel trucks legal limits. The Volvo and Freightliner don't have a payload advantage

I stumbled across some data in the video I did for WattEV. At the 5:55 mark I summarize the info. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-6Okmg6PpmAA.htmlsi=JEowzdcH0-JOJ25V …basically, yes I am still looking for hard data on how much more a BEV Tractor (or Hydrogen Fuel Cell) weighs more than a Diesel. I’ll be sure to make a video if (when) I get better data.

At a recent talk, a rep from Tesla shared that the 300mi Tesla semi weights

@@truhartwood3170 Here's a strange consideration. 300 mile tesla semi weighs

@@RichardRoy2 The range is with a full load (82,000lbs GVW), no total elevation change, at an average of 55mph, with a temp around 70°C/20°C (though low temperatures don't matter nearly as much with the huge battery pack). This is what they're experiencing real-world with third-party testing, not just Tesla's/Elon's claims.

@@truhartwood3170 I'm sure there are some out there who would find that enough. Not many, though. As I said, it's PR, not industry oriented.

I believe this is wrong. The phisical access and expulsion of electrons is what damages the battery. The dynamic nature is responsable for the degradation.

​@@lucadellasciucca967 No, drawing current from a cell does not by itself damage a lithium cell. Torgrim is accurate in what he says about the dwell time at high and low SOC if you look at SEI and CEI degredation. If you looking up the webinar with Dr Jeff Dahn Dalhousie for EV battery health or the Engineering Explained video on how to ruin your electric car's battery, you'll hear the same suggestions. However, they go a step further and argue that charging and discharging above or below nominal causes the cells to expand and contract, which causes stresses in the crystal structure, contributing to fractures that opens up more surface area to consume lithium ions and other material and turn it into a CEI layer that degrades capacity. Your right that high discharge rates CAN cause damage due to the internal heat buildup, but not on the mark that its because of the electrons. Yes the discharge is evolved by drawing electrons, but the dynamics you speak of are all related to the structure and chemistry inside of the cell dominated by ion flows.

he literally said that in the first 2 minutes

@@terrygirgich643 No he didn't. He said they hauled different loads but not a single digit telling what the loads were. Why did you say that he said what he didn't say?

Are they carrying 50 or 20? Makes a diff.

​@@skunkjobbhe said you don't know what their hauling so you can't make a direct comparison. He literally said that multiple times. The whole apples and avocados thing remember.

@@skunkjobb he said the same thing you did. that we don't know what they're hauling so the data is almost worthless.

Not by far. Driving more than 900 km per day is very easy, and driving over 1100 km is possible in some routes WHILE respecting speed limits and DoT rules. Last week, I did 920 km in 1 day on Texas roads (with less than 200 km of interstate this day and a mix between 2-lanes and 4-lanes highways) with a 61 tonnes oversize combinaison. So, nothing that an electric truck can remotely do with current technology.

EVs work great in cold climates, better than IC engines. Li-ion powered cars are working well in northern Canada cities like Edmonton, and the most northern parts of Norway.

And “recharge” in about 10 minutes. All while carrying a bigger load. Oh and they are cheaper to buy and to maintain. So where is the economic incentive for companies to switch to electric?

I .? the maintenance part of diesel truck and you have to add up the time to maintain the diesel truck? I could be wrong. Could you tell me what maintenance the electric truck need I know braces may last 4 to 5 x longer no oil change,oil filter and a of other item

@@prof.crastinator It s called money savings. It happens in maintainance and fueling. Writing words on a youtube comment doesn t make them true xD Do your research, invest in Tesla

@@lucadellasciucca967 Where is this money savings, exactly? Guy who literally just wrote something in a you tube comment and expected people to believe it? 1. Tesla semi costs more initially. (More than double) 2. The infrastructure needed to charge quickly (still not very quickly) costs millions, negating any fuel savings. 3. The packs tesla uses (nca chemistry) cannot last the lifetime of rapid charges that these semis will require. A diesel truck lasts from 500k to 1million miles- a tesla semi will need multiple pack rebuilds or more likely replacements to last the same- these will far outpace normal maintenance on a diesel semi. 4. Then there is the 1/4 the range, 3/4 the load and much much more downtime while charging… Where is the benefit!?

@@prof.crastinator Can t wait to see your face when semis are all over! xD Good luck mate. Oh and i didn t ask anybody to believe anything. I don t care! The lower the stock price the bettere for me! Don t buy people! For the love of god, don t do your research!

In the winter the average speed is probably half that because you spend 2-3 hours inching forward gridlocked in traffic. How is the Tesla semi going to keep the cab warm sitting in traffic for hours not even moving when it's -20C ?

​@@ansmerek Electric trucks tend to have somewhat better insulation and heatpumps, no? Driving slower might actually offset the difference for a truck.

@@matejlieskovsky9625 I suppose a portable heater could be a solution

​@@ansmerek Talk about a non issue. They could sit in traffic pretty much forever. Diesel trucks... Not so much. Not to mention you need to keep the engine running for heat.

@@themonsterunderyourbed9408 so how does the driver of an electric car stay warm for 2-3hrs not moving in traffic when it's -25C ? Running batteries for heat ?

Agree it would be interesting but not much point. All the electric trucks are going to be significantly cheaper to run and maintain. The days of doubting that electric trucks can work are over. Yes still need the trucks and chargers.

Not much of a point. It s just worst technology all around.

​​@@danharold3087how long will the batteries last and how much do they cost to replace? Transport trucks go over a million miles before an engine rebuild. Do you believe an electric truck battery is going to last this long ?

@@lucadellasciucca967 Yeah, but eventually the electrics will get better

@@donhappel9566 I was reffering to diesel... And of course i m talking about potential. Electric is a better technology the ICE of any kind once maxed out.

But where's the unfair comparison? 1 driver in a diesel semi can still only drive 605 miles a day, because of the California 55 MPH speed limit, and the HOS limitation of 11 hours on duty.

@@BigBen621. No, not unfair to the diesel. Unfair to the other electric trucks in this comparison. The others are not doing the 2 driver per day things as Pepsi Tesla Semi does. Tesla obviously has more range but the comparison would be confusing for normal people who do not read the details.

​@@erkantruckvlog I think if people are watching this video, they are not normal. They are the type that want to know the details.

This is a totally fair comparison. Pepsi obviously runs a 24 hour operation, whereas, the other companies are only operating a single shift. Each company purchased their respective trucks based on their operating requirements. I doubt that the other trucks could have filled PepsiCo's operational requirements. PepsiCo spent years planning for the arrival of their Tesla Semis and installed the charging infrastructure necessary to support their 24 hour operation. If PepsiCo only ran a single shift each day, they could have saved a ton of money by installing 50 to 75 percent less charging capacity (which is what the other companies did).

I believe that PepsiCo is achieving their 1.7 kw per mile range on their entire fleet. The trucks that are being tested in the Run on Less event are Pepsi trucks which, as you mentioned, are probably hauling heavy beverage loads, while the Frito Lay devision is hauling lighter weight, high cube, loads. Still, the numbers you are looking at, are within Tesla's announced specifications for the Semi and better than the other trucks in the competition which are presumably hauling lighter loads.

It would be great for a manufacturer to tell them to work them hard. If they break, then learn from it.

@@mikethecargeek That's actually Tesla's mantra.

That is one steep climb to include in an efficiency test. Even though you do regain some energy on the decline you will always spend more. An additional factor on that route would be how much time the Tesla Semi would save as it is capable of running at max highway speed up and down that incline, no fossil fuel vehicle can maintain and accelerate up those slopes after holdups like the Tesla Semi.

​@@jjamespacbell Well, I *think* I know what you're saying. And to support your position, here's a Tesla Semi loaded to 82,000 lbs. GCVW with 44,000 lbs. of concrete highway barriers, accelerating rapidly (watch the speedometer) up a 6% grade on the same pass (Donner Summit), passing a diesel semi creeping up the hill in low gear as if it were standing still: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-LtOqU2o81iI.htmlfeature=share&t=985.

And data on cost of maintenace

The data would have to include the support equipment too

The mass of the battery pack in a semi makes them pretty impervious to weather vs a car. Also, the newest batteries still retain 90% of their power down to - 20°C. So a non-issue basically.

Tesla has the best battery termomanagement system on earth. The cold has major effects on the efficiency of ICE vehicles. Also don t think too much about the

@@lucadellasciucca967 Even with "the best thermal management" Tesla cars/SUVs are still effected by the cold quite a bit, so that's not a great argument. The better argument for semis, specifically, is that because the pack is the size of 11 car battery packs, and they're all in a big brick, the volume to surface ratio is drastically larger, so heat isn't stripped away as fast. Combine that with the amount of power they're using and the pack can heat up quite nicely even when the weather is extremely cold. On top of that, electric cars use most of their power to get warmed up, but then need very little power to stay warm. So if you're get into a cold car, driving 5 min, then stop and let the car get cold, then get back in a driving for 5 min, eover and over, you're range is going to be way way shorter than if you got it, heated up once, and then kept driving. This is also why it's good to get your EV reheating while it's still plugged in, as the you're range will be practically the same as if it was 20°C. Anyway, since the semi is operating for much longer periods, it doesn't have to use energy to constantly heat up over and over. For all these reasons, the semi is almost impervious to weather vs an EV. Combine that with the fact that, as I said in my last post, newer batteries are showing 90% power at - 20°C/-4°F, and it's pretty much a non-issue.

It is a non-issue now due to better design and battery management and also battery chemistry - in Norway, they do not have an issue with -20C to -40C temptures

I keep saying the Edison hybrid semi can do everything the Tesla can without even being built for highway use. How a 27,000 lbs offroad logging semi outclasses a purpose built highway truck is embarrassing.

At less than $1/gal equivalent fuel costs, the time spent charging and miles lost will be far less than the money saved. Charging time will be the best money truckers make in a day.

None of the routes are straight OTR hauling, so the comparison is irrelevant. They said they do typically 8-12 destinations in a day. You can't do 600+ miles when you have to stop and unload multiple times.

That 27,000 pound weight for the tesla semi is the lowest best guesstimate but not unreasonable guess. The Nikola EV is 29,000 lbs with a significantly smaller battery. The people that are knowledgeable about trucks that have seen the tesla, report that they are built very “lightly” which goes against the trucking industry’s standards for reliability. Proterra went that path on their EV buses and had a lot of cracking (& lawsuits), but they went bankrupt. So maybe why tesla is taking so long is that they are relearning the lessons that traditional OEMs learned along time ago.

@@randgrithr7387 It does not outclass it when CO2 emissions are considered and that is the most important thing.

"Never" 😂

Cuz if they do they show the tesla semi cant really compete

That's the #1 selling point of EVs - far lower operational costs and lower total cost of ownership.

​@@truhartwood3170maybe in USA in EU countries like italy and poland have so high electricity prices thats not worth go EV

@@sladewilson8241 electricity prices will come down drastically as countries adopt renewables and then pay off the construction/upgrade costs to the grids. Won't happen overnight, but in about 10 - 15 years everyone's electricity will be way cheaper. The first to see the benefits will be the countries that adopted renewables the earliest, though the cost of solar, wind, and batteries are continuing to fall, so anyone who's slow to adopt will get things cheaper, but they will still have to pay off the upgrade costs before electricity prices fall. The absolute best is becoming self-sufficient and putting up your own solar and getting your own batteries if you can. Then you don't have to worry about what the grid is charging.

@@sladewilson8241 that is totally not true - you are way out - ROI is 3 years, 5 years max depending on usage and km clocked up etc - but in Europe, Trucks tend to get renewed out at 300,000km (1st owner sells), 600,000km (2nd owner sells then normally exported to outside Europe/Africa) and 900,000km (The truck is normally export to Africa at this point)

@@QALibrary i live in poland and tell me how is ROI possible when we pay over 1 euro for kwh? We pay more for electricity more than cost of desiel per km not to mention that Ev are so much more expensive to buy. And also you earn less because ev trucks have terrible range(volvo ev 300km) compare to desiel where easly you do 800 km daily. Yes cargo company pay you for km so longer trip better ,staying and waiting to charge is loosing money

because they're not able to make it available.

FWIW, Daimler was talking about buying a Tesla Semi to test in Germany, and said "The laws of Physics are the same in California and in Germany," not that Tesla's semi "defies the laws of Physics." I think Bill Gates did say something to that effect though, but he knows very little about trucking or EV powertrains, so not worth paying attention to. Daimler, on the other hand, is the world's largest truck manufacturer.

Because those states are flat and have less hills except north California

True. There s a million ways the Tesla semi is better then any other option. Do your research, invest in Tesla.

@@lucadellasciucca967 Troll. Probably bought Tesla stock at a ridiculous price and is desperate to see it recover.

@@maxhugen Not really. Didi my research for the past 5 years. I bought 116 times in the last 2 and a half years. Dollar cost averaging. When i have money i buy. Got to under 200 per share average last month and i won t stop buying untill the market cap is above 1.5 trillions or so! :) Do your research, invest in Tesla.

They only entered three in the Run On Less event. Not only are they using all of them, they just took delivery of 50 more.

Yes. That's pretty much Tesla's entire pitch - electric semis cost way less to operate.

@@truhartwood3170 problem is the maths do not workout. 1/6 of the carry/load capacity. Reduced range in cold or hot extremes. Cost to buy horrific. Than down time when charging as charging points for those lorries are low in number. Thank you, but no thank you.

@@latitudeash oh for sure, if anything you said was true then they totally wouldn't make sense. Fortunately, none of what you said is true.

@@truhartwood3170 - That's good then. Can I suggest you go out and buy 10 of them, you will be making money hand over foot? It's all a vapour product. You can't even order one now. Total prototype fakery. BUT luckily I am wrong and you can make lots of money, as Elon said you would be mad not to buy it as it is sooooooo much better than dinosaur juice.

No, PepsiCo has 21 Tesla Semis running a variety of routes with different loads.

This was more of a demonstration of how the latest trucks preform for various companies. Not a standardized test. It was not limited to electric or Tesla.

All the reports that I have seen are from PepsiCo's fleet of Tesla Semi's, despite the other companies and other trucks participating. Every participating company operates their own trucks on their own route... which are all different.

@@brianb-p6586 Because the Tesla Semi is the most controversial truck in the event.

@danharold3087 sure... or just the one with the most fanatic disciples. The strange thing is that the reports I'm seeing are not coming from Teslarati, but from what is supposed to be a legitimate EV news source - InsideEVs. I don't know if InsideEVs is selecting only the PepsiCo/Tesla data, or that's all that is being given to them.

Well stated.

The latest batteries are showing minimal degradation after 1.5 million km. They're also way cheaper now, have almost double the capacity, charge in almost half the time, and barely lose any power down to - 20°C. And the improvements are actually accelerating, not slowing down. So we're nowhere near the pinnacle of how good battery tech can get.

@@truhartwood3170 IfUSāSō, problem is that nobody told the real life batteries that. This is what the local transit district is actually seeing in real life.

@@Mentaculus42 they're not using the latest batteries, so that's not relevant.

@@truhartwood3170 "double the capacity"? This is total BS!

With less than half the range of a Tesla Semi, the Freightliner should have *much better* efficiency for the reason you state; but actual efficiency is 2.2 kWh/mile, substantially worse than the 1.7 to 1.9 kWh the Tesla Semi is demonstrating-and with much slower charging, to boot. The Tesla Semi charges at about 400 miles per hour, while the eCascadia charges at

But it doesn't because Tesla tech is a decade ahead of the competition and still moving forward.

Isn't that the way diesel trucks are as compared to cars? Just saying.

​@@cashmoneypwns Simple steel cylinders are trivial to mine and manufacture. In terms of the scalability, You can get a 20 gallon for a pickup for about $200 that holds 805 kWh before losses, and a 120 gallon for a longhaul semi for $800 that holds 4,831 kWh before losses. Compared to the cost of a diesel fuel cell, the strain on metals resources that a MWh BEV makes is enormous and unsustainable to replace our transportation. The reason is because of the poor energy density of batteries compared to diesel fuel that it dedicates so much material to one vehicle. So nah I don't think the scalability is comparable. There needs to be completely different mining techniques, and until then, we need plug-in hybrids if we want to move towards energy independence from hydrocarbons.

@@Infinion Once you include the losess it isnt that nice, idk why would you leave that out but at least you know there are losses. Electric truck doesnt make sense but thats the problem with trucks in the end, moving things to rails is the only efficient option (too expensive to enter I guess)

​@@cyjanek7818​​Because it depends on too many factors, and nobody would read it. I'm just demonstrating the incredible energy density of fuel. BEV describes battery energy capacity before losses as well, so it's a fair comparison. I think many will be surprised what's in store for fuel vehicles as they move away from reciprocating combustion engines. The energy density of fuels is really going to allow much more for transportation in the next decade with advancements.

re: "It's really just a tech demo...." exactly, it's nothing more than a "technology demonstrator", nothing more than a "PR Stunt", and it's sole reason for being is to ADVERTISE and (hopefully) sell ever more Tesla automobiles, and to ADVERTISE and sell ever more 2-Liter bottles of Pepsi-Cola, and that's fine as i have no problem with that. yeah, we forget how 99% of all companies on the Fortune 500 have an account on the books labeled "Advertising Expense"... and they've never really said that they WEREN'T treating the Semi this way...? no, therein they are simply letting everyone's psychology of "Confirmation Bias" mis-read and mis-interpret what they are doing because what they recognize is, whenever you "mis-read" and "mis-interpret" things, you are naturally going to do it in a way that WORKS TO THEIR BENEFIT (and that's exactly what's happening) so be damned if they are going come out and correct you on this matter, like correct you for what...? also ref: Elon fired the PR department years ago just like he recently fired the Supercharger 500.

traction! The drive axles are currently on the Tractor unit, so this unit needs enough mass to be able to generate enough tractive effort to accelerate (and deccelerate) the entire rig. The batteries are heavy, so putting them on the tractor unit is a no-brainer. It also allows the existing std trailer fleet to be used without any mods etc

For every semi tractor in the US there are about 10 trailers. Typical usage is to haul a trailer to a destination, park it there, and pick up another trailer for the next leg.

Your BS meter sucks. Do your research, invest in Tesla.

Looking at third-party data about these trucks' real-world numbers gathered from actual, working delivery routes blew your BS meter? I think you are confusing a "BS" meter with your "personal bias" meter.

@@lucadellasciucca967 hah how's that been working out for ya lately?

@@GraveUypo Key word "invest" my guy! I ve bought 65 times in the last 365 days xD More than once a week! Have been able to bring my average share price below 200 dollars :) Dollar cost averaging. Over 10 years investment orizon 😘

@@lucadellasciucca967 Do your research, invest in Toyota

but much less energy density, requiring more space for batteries

The cargo it can carry is the same as a diesel. The 300mi semi weighs

Diesel contains about 10 kwh of chemical energy per liter. A Diesel engine is about 40 percent efficiet. And 30 liters of diesel is equal to 120 kwh energy. This means 1.2kwh/km energy consumption. So where is the 7 times more consumption?

@@Bruh-pp5yz An efficient electric car uses about 15 kWh/100km or 0,25 kWh/mile. So this truck uses 7 times as much energy as an electric car, compared to a diesel truck using only 4,5 times as much as a diesel car. I am just wondering what is the reason for this.

@@weorldedit some Diesel cars consume 4 liters per 100 km.

Tesla is guaranteeing them for 1 million miles. Best batteries coming out right now have 1.5 million km/15 year warrantees.

Hiding %10 SOC behind software isn’t very interesting to me. Ofc bigger battery lasts longer. Phone companies also do this & it is controversial at best

The 2000lb increase is also for natural gas and hydrogen trucks, hydrogen trucks weigh more than battery trucks. The battery doesn't have to approach the energy density of diesel, just having 1/4 of its energy density will render it obsolete due to the batteries much higher efficiency at sending that energy to the wheels. Keeping the cabin warm and running lights won't be a problem for the tesla semi truck. It's battery can run the Average home in the US for a entire month with its energy capacity, a diesel semi truck can't even idle that long lol. The tesla semi can put 350 miles in its batterynin 30 minutes so it will fit 90% of truck routes in the US for a single driver. Coal has ben surpassed by renewable in the US in 2022, natural gas is next, fracking and drilling in the US is heavily dependent on subsidies from the government, far more tax dollars goes into making gas cheap than going in making renewable power cheaper.

@@miguellopez3392 Right now the electrical prime mover fuel in America is 39.8 % natural Gas, 19.5 % Coal, 18.2 % nuclear, 21.5% renewables, and .9 % petroleum (.1% error). Right now natural gas is king in that it burns cleaner, it is relatively cheap, and is plentiful. www.eia.gov/energyexplained/electricity/electricity-in-the-us.php I agree that there will be a place for the Tesla semi. But it only seems practical for local and short dedicated routes. An OTR driver needs miles to earn a decent wage. A 350-500 mile range is not going to do that.

The entire design was based on what's best for the driver and daily operations with tons of feedback from the drivers, using the semi for Tesla's own operations, etc. Do you really think Tesla doesn't know and take into account everything you just said?

@@truhartwood3170 From your reply, I can tell that you've never driven a semi and performed multiple pick ups and deliveries or driven one from coast to coast. I can understand someones appreciation for futuristic designs and the latest technological innovations but a little critical thinking will show they are impractical for everyday use. Form should follow function.The design of the Tesla semi is definitely not driver friendly.

@@niemi5858 There is no remotely possibly conceivable reason Tesla would design the semi around anything other than practicality. Their customers will judge it based 100% on pure practicality, nothing else. Tesla knows this. Drivers have been key consultants on every phase of development to make sure it's going to work for them. But with every design there are tradeoffs. If there's something you see that doesn't make sense for one reason, there could be five other reasons it makes way more sense to do it the way they did. I'm not sure why you think their cars have sacrificed functionality either. You do know there's a difference between "not familiar" and "not functional", right? I also find it to be the pinnacle of hubris to say "I don't get it, therefore it sucks." In any case, they'll be driverless in 5-10 years or so so being practical for the driver is only a short-term consideration.

@@truhartwood3170 Have you ever driven a semi? Have you made pick ups and deliveries in one? Have you driven a semi for an over the road operation? If you answer, I will provide a rational explanation for my outlook, otherwise there would be no point in continuing. Thank you.

@@truhartwood3170I see you didn't respond to my query about your semi driving experience. Care do do so now?

If you are as knowledgeable on power distribution as you indicate you missed the Tesla Megapack on site.

@@InformedKiwi Megapack only smooths out demand, it does not increase the amount of energy. They needed 3 megawatts, and it wasn't available at the poco substation. Without knowing the power factor all problems this junk causes or anything about the harmonics created by the rectification, that means at least a 3,000KVA transformer installation on site

​@@joecummings1260 _harmonics created by the rectification_ I have asked but you have yet to explain where's there's any rectification in the utility provide AC power to the Tesla Megachargers and Megapacks. This repeated claim with no explanation puts your electrical knowledge seriously in doubt. _I'll bet they spent 50 million if the spent a penny just getting power on to the site_ The four in Modesto were $334,000, plus a $5,500 permit fee. There's no reason why the four in the PepsiCo Sacramento Bottling Plant would be much different.

@@BigBen621 ​ @Big_Ben_from_La_Mesa The rectification ts done by the Tesla supplied equipment. And the harmonics are caused by the rectification. It's just like working on a facility full of VFDs and computer power supplies. the equipment causes the problems and you have to deal with it. If you don't deal with it you distort the sine wave beyond the POCC and cause other customers problems. That is the whole point of IEEE-519 standards, to keep you from distorting the power on parts of the grid. Do you think your neighbors want dirty power caused by your equipment?

@@joecummings1260 _ that means at least a 3,000 KVA transformer installation on site_ So? Tesla has thousands of sites in the US alone with at least this capacity.

Ridiculously uninformed comment. The Tesla semi charges from 10%-90% in 45 min. That's not much over the 30 min break. Chargers aren't at truckstops yet obviously but you could be fully charged after you 10hr break with a simple tesla v2 supercharger. So even 400 miles on the 1st leg, another 300 after the 30 break. Pretty simple. They'll work if there's enough charging infrastructure just like passenger evs now.

Do you think there has been no progress in batteries over the last 100 years? 🤣 Also, cold doesn't affect the huge semi battery due to its huge mass to surfact area. Also, newest batteries still maintain 90% of their power down to - 20°C.

I’m not a big fan of electric but saying “we tried this once, 100 years ago” is one of the most stupid things I’ve read all week.

Running a tank dry will fry many fuel pumps (perhaps other components as well). It’s not “never above 80%”. Maybe without exaggeration you don’t have a point?

Exactly. Long haul as it is done presently by trucks in North America does not allow electric trucks to do the job, even if the range could be extended to 1200 km per charge. Sometimes, drivers don’t have too much choice to park and if they can’t find a charging station for the night, they would be screwed.

It takes 1 hour to full Charge for Tesla Semi to charge @ 800 to 1000kwh charger.

@@rozonoemi9374 And ? Why is it relevant ?

@@martinpenwald9475 you stated that it takes 2 to 3 hrs to charge, which not the case for Semi. Yes I agree that presently long haul truckers can't realy charge along the way, but it's coming. I'm à retirer truck driver for 30 years so I know all about Trucking, because I'm off to the rodeo with a heater in my truck!!!

@@rozonoemi9374 Learn to read. Where did I state whatever about charging time ?

More FUD from Tesla haters.

Nah not yet theyve barely been out long enough to wear a battery by THAT much

I've seen rumors that the moon is a cube, just with rounded corners, so we can't see it. Any news about this?

The grid is massively upgrading. No worries.

@@truhartwood3170 EV semi's is still a stupid idea Time is money to truckers and they don't get paid to charge their batteries

@@richardbambenek2601 how long does it take to charge the Tesla semi again? Remind me.

@@richardbambenek2601 no, they get paid to sit their on their asses for a lot of hours each day, and guess what, as hinted, this is not going to continue for much longer, automation is going to half the cost of road transport in the very near future by removing the expensive and extremely limiting human driver from the equation..... You might not like it, but this is where we are going!

@@maxtorque2277 Are you talking about detention pay? That's delays in loading and unloading cargo. If they DO get paid while charging that will be reflected in the price we pay for goods.

going an average speed of 52.5 mph. Not very real world

@@prof.crastinator You can keep looking for every way to hate this truck. The Tesla Semi doesn't really care. Want to see some fantastic numbers from it? Look at the Run On Less 2023 numbers, pay particular attention to Tesla Semi #3.

@@midlifetrucker-thombell4722 It seems like if it was really that great- then Tesla would release the data in whole to the public- you’d think they’d want to brag. The semi is not going to revolutionize transport- and Doesn’t live up to the hype Elon banked on of it- that it would not only beat diesel (it doesn’t economically) but it would beat RAIL. That is a lot of over-hype, bordering on fraud itself. But saying it would have a “convoy” function was just a lie. I don’t need a reason to think the semi is a failure, the necessary charging infrastructure makes it a niche product already- but when you throw in the reliability issues, range limitations and reduced max weight load compared to ice- it becomes a gimmick for companies to greenwash via pr. The economics make no sense. The fact no price, cargo carrying and real-world range data is available except from a single source that is filtered via nda’s through Tesla, is not very promising. Couple that with only a few deliveries and it seems like Tesla knows it… But we’ll see. I mean the hyperloop proved me wrong. And full self driving robo taxis are now ubiquitous. And then there is that colony on mars that will be established next year….

82k? So empty?

@@jerrylawson9003 Sarcasm or Ignorance?