I’m a truck driver, and if it means I can make more $, I want one of these . Even if it means I make the same, I still want one because the EV doesn’t shake as violently as a diesel. They shake rattle and roll like crazy !!! I like quiet and smooth !!! There is a huge amount of kinetic energy in a loaded semi on a sloped road.
Tesla probably won’t sell to individual customers for a few years. The big dogs can buy hundreds and have the resources to build their own infrastructure to run the fleet.
Diesel engines don't shake notably more than a gas, but semis do. The suspension is a lot rougher when you weigh 80,000 lbs. Not sure if tesla made any changes there.
One thing that is often overlooked with electric semis is that in places like container ports(Seattle, Oakland & Long Beach on the West Coast) where trucks idle for long periods and emit large amounts of pollution while they are waiting to pick up a load, the pollution is eliminated and so is the noise created when the trucks drive through the neighboring residential areas. Yes, there still is potential pollution, if the electricity is created by burning fossil fuels, but it is emitted in a location far away from the congested ports and the plants are much cleaner.
As a truck driver, I can confirm that shitty trucks are huge part of driver retention issue. This is especially true for American-made trucks - those stupid pieces of garbage. The best truck I've ever driven in America was Volvo. There was only one Volvo in the terminal at the time I worked there and the drivers nicknamed it "Cadillac." When it fell on you to drive the Volvo you knew your day wasn't going to be painful, unlike all the other times when you knew it's going to be the Freightliner.
There is a rail route in north Africa that uses no energy because it climbs the mountain to the mine empty but comes down fully loaded and uses regenerated braking and fully charges the battery for the trip back up.
Modern diesels also consume def by the gallon every 200-300 miles, at 9# each gallon in finished fluid weight. Which costs operators money and energy and requires mining for urea to make it. Another convienantly ignored fact. Just like diesel trucks just get 6.5 real world mpg on average and do 63,000+miles for the commercial 8 class. Which the tesla semi would directly replace. So each tesla semi saves 60,000-80,000# of fuel weight & def fluid annually from being dug or drilled up. Transported, stored, refined&transported again also diesel refining uses cobalt. All of which is causing more polluting poisonous particulate matter, noise and heat to be produced before being burned in those trucks. Ad in those brake pads&oil change weights, and each year a new tesla semi can offset more fluids&consumables from being burned than the trucks entire combined gvwr! Now that's truly accelerating the world's transition to a sustainable energy economy! 👍🏻😎 Elon get together a team buy an old diesel locomotive which are already a series hybrid. Slap a megapack xxl on the stripped down chassis and use better motors inverters and electronics to make the first ever tesla battery electric train! 😀
An electric truck not using its brakes to slow down on a steep incline means it's not overheating the brakes, causing brake fade. Fade is what causes trucks to go out of control on steep grades. People die because of that.
As long as the battery isn’t near 100% charge, this works. If their destination is a few thousand feet lower than their charging station, then they would need to start around 80% charged, or less. What’s interesting about these EV semi’s is how the heck you get infrastructure in place to charge multiple trucks at up to 1 Megawatt at the same time. Without a power plant nearby with a lot of excess capacity, you’d need multipleTesla megapack batteries fed by a combination of the grid, solar and wind to keep up with fast charging a busy fleet.
@@NickWindham The answer is not to do what you suggested. The other thing is to understand how much electricity is used in the United States and not to think one megawatt is some tremendous amount of electricity. It takes about an hour to charge the trucks. So that means you need one charger for every eight or 10 trucks on the mega charger. If they’re sitting overnight, then they don’t need to charge that fast. At which point you only need a 10 hour charge. Now you think this is new technology, but have you forgotten that there’s been electric buses around for many many years. I’m not sure why people like you speak of this as if this is future technology that doesn’t exist. When it’s old technology that’s been around for many years. By the way, something that could be done is adding charging plugs to the loading docks so the trucks can charge while they’re being loaded and unloaded. Infrastructure is set up for diesel trucks today doesn’t mean that’s the natural way of doing things. And how come you didn’t complain about how long it takes to refuel a fleet of diesel trucks. They don’t fill up in five minutes.
@@neilkurzman4907 no complaints. I drive a Tesla and I’m all for electrification. I’m just asking how they’ll do it. I agree eventually a megawatt should be as easy to produce as a kilowatt today. However, that will require nuclear and more massive solar and wind farms than will exist in the near future. Nuclear takes a decade to build and 10s of billions of dollars. Three Mile Island is being brought back online after 2028, but that’s being done by Microsoft to power AI training, which electric semis will also have to compete with. I think the first locations with several megawatt chargers will have to be strategically built near power plants with excess capacity because our grid doesn’t have capacity for multi-megawatt surges of power draw in most the parts that are distant from power plants. Also, most semis can go 1,200-1,400 miles fill up. 500 miles under optimal conditions means these won’t have competive delivery times for interstate routes. So, instead of a 900kWH battery, they need roughly 2 MWh battery, which will require hours to charge, even at 2 MW because you can’t charge that fast past 50% unless you use extra expensive chemistry in the battery. All this said, I’m extremely glad Tesla is pushing the envelope with this and I do foresee them being very successful with it in short range delivery of light to medium weight loads. It’ll also be easier in countries that are already selling EVs as the majority of their cars because they’re putting their resources behind the infrastructure needed to charge them. Not much is expanding capacity quickly yet for the US grid. Renewables are, but they can’t cover the AI GPU farms coming, let alone large fleets is electric semis. I think the answer for truckers over the next 10 years will be plug-in hybrids. Then, after the charging and battery capacities are in place, we’ll see fully electric semis take over.
Truck driver of 14 years here. I need to correct some of your misinformation: the diesel trucks also use engine brakes to go down hill, they have to! No brakes can actually withstand going down hill for extended period of time. If a truck driver decides to use only regular brakes going down hill those brakes will fail every time. That is why they make those emergency exit ramps. Therefore all trucks use engine brakes for going down long hill. The difference is that diesel trucks waste that energy but electric trucks capture it. I can also imagine that the electric truck would do it more seamlessly. The other difference, and it is a huge one, is that the diesel trucks use only the drive axle for the braking. Only one axle is connected to the engine so this limits how much braking you can do due to the lack of traction. This is especially true in suboptimal road conditions. With a motor on every axle, the electric trucks can do three times as much engine/motor braking!
Because the rear wheels (right and left) are driven by separate motors the truck's computer can determine which set of wheels brakes hardest. This allows the truck to avoid trailer jackknifing. A truck that won't jackknife is going to be cheaper to insure.
@@johnarnold893 "The Federal Motor Carrier Safety Administration (FMCSA) estimates that there are about 2,500 jackknife accidents in the United States each year. " Remember, you are a sample of one. That's not enough data to make a meaningful statement.
When I think of the Tesla quickly and gearlessly accelerating to highway speeds, compared to the diesel's narrow power band and the 18 gear shifts at each stop light, each with its re-acceleration of the engine and flywheel - and each accelerate/shift cycle taking time and wasting energy - it'd be nice to see some comparisons here...
The @Tesla Engineering team very wisely chose the Pike Peak route to demonstrate the Tesla Semi for both of the reasons you hit on: 1. Torque - That enabled the video to show the Tesla Semi passing traditional diesel trucks (one with a Walmart logo) like they an old man, and 2. Regen capturing and storing the energy on the downhill portion of the route this demonstrating significantly better efficiency. When you've got a product that good, there is no need for marketing if you know how to show it's best features and have the customer sing it's praises.
Don't worry, those trucks will speak by themselves. It's easy to see TCO is lower, smoother ride, higher power, better reliability, etc So Tesla chose the worst scenario and wins hands down. On straight line, efficiency is even better.
To recover going downhill 80% of the energy generated going uphill seems exaggerated. It is more like 70%, which is already awesome! Well... I obviously don't know that for the Semi, but I have done the test in my Model 3. I am Swiss, and drive in the mountains more often than not. I have noted the energy it took me to cross an (pretty high) alpine pass. Then I figured how much energy would have been used driving the same distance on flat land at the same average speed. And the difference is 30% of mph, not "miles per hour," but mass * the gravity constant g * the height of the pass, i.e. the potential energy that had to be invested to "lift" the car and its load to the top of the pass. It is remarkably efficient! The energy spent fighting aerodynamic and rolling forces is obviously not recuperated! The result is for a Model 3 with 2 passengers and baggage aboard, going up a 1000 meter high (measured from the base of the pass) pass is equivalent to driving only around a 15 km long additional distance on flat land! So, in the case of this 1000 m pass, with say 5% gradient on either side, it comes to driving 55 km instead of the 40 km registered on the odometer. In the case of an ICE car, it would be more than double! Conclusion: the Semi will perform very well in mountainous terrain! And, if the 80% efficiency number is true, even better!
The claim is 80% of the energy used in getting up the hill - so I expect that means the geopotential energy only, the product of mass, ascent height and gravity - ignoring the other terms involved in overcoming rolling resistance (going uphill and down). On that basis, it's quite credible.
It's at least 80%. The efficiency of the Tesla motor is 90%-95%, so it's between 0.90^2 and 0.95^2. That's also my experience with my Model Y. Very efficient!
@@andi4281 Why the ^2 ? i would say its the efficience of the motor which can be 90% multiplied by the electronic for charging and the batteries maybe also around 90% so total around 80% sounds right.
Life expectancy of the semi-truck is well over 750,000 km’s, the drive train needs to be upgraded with injectors, in frame overhauls and other diesel related components. The semi structure is so robust that many of these vehicles have over 4 million miles on them though mechanical components have been replaced numerous times.
Expect Tesla Semi to reach those numbers. If Tesla Semi is worth it for 1:1 replacement at new truck buyers, that will drive the market. The issues of semi is the lack of production and configurations. The Pepsi drivers prefer the less stressful Tesla experience.
Diesel trucks don't use more fuel when going down hill. They do gear down but also use an exhaust brake of which there are a couple of designs. When I drove a 16 litre Volvo they had an exhaust brake and an engine brake. It had serious holdback on hills even when up to weight at 63.5 tonnes. I agree that ReGen is a great thing since it is like refilling the fuel tank when going down hill.
@@EfieldHfield_377 There is little difference between a Tesla semi and a regular diesel rig with a full fuel load. Not sure if there will be any difference in tire life. Maybe with FSD there will be fewer panic stops leading to longer tire life.
Faulty statement re engine breaking! A) Old fashioned mechanical fuel injection: A diesel engine cuts all fuel injection at each and every instant the speed of the vehicle exceeds the desired speed (regulator weights in the fuel pump spinning faster than the accelerator pedal “orders” (in cooperation with the compression springs pushing the centrifugal weights in) hence pulling back the fuel regulator rod killing the fuel delivery to zero) B) Modern electronically governed fuel injection: Sama as above but with electronic position and speed pick-ups. Kindly Anders Sweden
In Thailand, China's BYD, Dongfeng, and Foton electric lorries are coming. I hope Tesla Semi will enter Thailand too. We need competition. We are enough with gas lorries.
While it is taking Tesla a long time to get this out to the masses, as with all things Tesla, once they get it out, you know it's going to be great! I can't imagine the back log of orders they will have. Plus, if they get this working with full FSD even just on the highways, that would be HUGE
I hope that they put Tesla's Bio defence air filters in as standard. It would be a huge advantage to driver health and comfort. Also would literally drive by and leave the air cleaner.
@@christopherd.winnan8701 Very toxic. It was common practise 40-odd years ago to blow drum brakes clean with an air line. Liberating all the asbestos rich content. Then warning notices from the manufacturers (Ford UK for sure) said it was mandatory to wash brake dust off with a supplied solvent solution. They advised that ‘most brake linings material contained asbestos’.
Battery capacity is measured at 1C. In semi case it is used at 7-8C when old batteies have higher internal resistance then having LFP battey tabless then internal resistance is lower and also when you have lower current then internal resistance makes less work and generates less heat so going up hill needs more current so it is less efficient. While at 1C battery is 175wh/kg then at 8C it may be 185 or more. As i calculated when you have long range truck then you never get more than 4C but shoter range moddel you may get 2c upphill and downhill so it is less efficient
It’s funny, everyone talks about robotaxi, but when FSD works better than a human (which is damn close) the Semi will be driving goods all over the world without a human in the thing!! It will revolutionize the world!
Most ICE trucks have retarders. They tend to waste the energy they absorb but they have the same safety impact as the regen on an electric motor. The energy recovery and reuse is the real benefit of the EV drivetrain.
Well... It obviously does not work all the time, otherwise, there wouldn't be emergency ramps built at the bottom of any sizable downhill stretch of highway, and before any tighter curve!!!
Emergency ramps are frequently used 8:25 for petrol/diesel vehicles which rely on friction brakes which fail due to overheating . Please explain how that proves that the coming electric vehicles are no good when they will feature the safety of regenerative breaking.... no friction heating. Do you work for the ice team or petrol/diesel team using bullshit posts or just didn't think your comments thru. Be honest now.
@@stefanrus4723 you need the ramps at altitude, because the breaking resistance of the air on the truck is less and the compression of the thin air is also less. So if your breaks are getting ready to fail you will discover it on the long high downhill. (i know ,OLD VAN,, down from onion valley near mt Whitney, got to stop alot and let em cool
@@stefanrus4723 … I even heard you still have trucks with manual transmission in the US. Is that true? But we have plenty of emergency ramps in Europe… one or even several in all serious downhill stretch.
Regen braking works in stop and go city driving. Regen braking does nothing on the highway because you are overcoming air friction and rarely braking. Semi trucks live on the highways.
I am still skeptical of the cross country capability. But see that from a warehouse out side of town they seem perfectly suited for the job. Biggest issue is power generation and distribution. It is lagging WAY behind and has a much longer lead time than producing trucks.
There is no cross country Tesla semi in existence at this point in time. Maybe they never will exist. These trucks are not being marketed toward that use. You know it’s funny you’re concerned about how much electricity it would take for diesel trucks to be replaced by Electric? How about cryptocurrency mining? How about AI data centers? Restarting a nuclear reactor so IBM can use it to power a data center. Are you talking about banning those because they used too much electricity and the grid can’t handle it.
Hey EV, I drove from SFO (San Francisco Airport) to Truckee, CA on I-80 on 17-Sept-24. About 10-20 miles (16-32 km) there were three Tesla semis (no trailers) behind me. They never passed me. I wonder if these were on a test run from Sparks, NV? I was hoping to see a semi with trailer running between Sparks and Fremont, but it was fun to see the semis without trailers. By the way, on the round trip I think I saw 7-9 CyberTrucks and only 2 were not wrapped.
Orange EVs a U.S. company has been delivering class 8 trucks since 2018. and has logged over 15.8 million miles and 5.9 million hours of operation. Mainly used in yard service and drayage operations.
At 6:23 you said Catl's battery has the power density of 175wh per Kilogram but showed 175kwh on the screen and I was like wtf. 175KWH per kilogram!!!!!🤣
I wish I could put pictures up in the comment section here. I had a Solar Electric Engineering professionally converted Pontiac Fiero done by Gary Starr. It did not have regenerative braking. However, it had very low internal michanical resistance. When I took my foot off the accelerator pedal the only things that slowed it down were the wind, the road and the linkages to the motor. On my way to work I had a long distance of a few miles that were flat but with a very slight incline. When I would come home, which was slightly down hill from work, once I got to speed I would take my foot off the accelerator pedal and the car would maintain its speed for most of the distance. A gift from gravity. I would call this phenomena and technique, "The Pump and Glide." I used it every chance I could since when my foot wasn't pressing the accelerator pedal I wasn't using any electricity from the battery, which, therefore would add miles to my range. Today, I try to find that spot between acceleration and regenerative braking to do the same thing, but that spot is sometimes hard to find on today's EVs.
Almost all trucks from 20 years ago onward have regen braking. You ain't stopping 40 tones going downhill only with brakes. The downside is that they all only generate heat and do not store the energy anywhere.
Almost all trucks going back way more than 20 years. Have a Jake brake. That uses the engine to help breaking. Regenerative is completely different because it recovers the energy.
Exhaust braking is not regen braking. A Jake brake converting kinetic energy to heat is no different than drum brakes converting kinetic energy into heat.
I’ve heard people say yea regen braking is fine but it wears out the tires faster. What do you think going down a hill in a lower gear does? It wears out the tires.
a little incorrect on the diesel truck braking. they have exhaust brakes, jakes brakes and often retarders. they can have electric retarders which is basically an electric motor in regen shorting out through a resistor to dump the energy. as far as braking goes i would not expect teasla semi to be any better or worse for normal braking. however regen on 3 axles makes it a lot better in low traction conditions. the big downside to ev trucks is battery weight. load is money and having less load due to battery weight reduces income. some existing ev trucks have small motors and batteries so they can keep normal sized loads. that makes them slow and have hill climb limits. i think we are a generation behind in battery tech. there is some stuff in the lab and pre production which could well make ev trucking worth while.
Freightliner unveiled their EV transport truck. It has better potential than the cyberfail 2.0. It also looks like a regular transport truck and Freightliner acknowledges EV transport trucks are for short local delivery only, not long distance and they also realize diesel will still be around for. Long time, so EVs will have to share the roads.
well i ask the question do you have any contacts in the heavy vehicle industry that can confirm that linfox actually has a order for 50 of the semi's from tesla but have issues with the ADR cert to get them imported
Apart from the energy used to overcome (1) "rolling resistance" and (2) "aerodynamic resistance", there is also (3) "inertial resistance" and (4) "climbing or elevation resistance". In ICE vehicles the energy (fuel) needed to overcome all these 4 sources of resistance, when used is NOT RECOVERABLE. In electrical vehicles some percentage of the (3) and (4) energy is theoretically recoverable. And has been since the days of the Lead Acid battery milk delivery trucks when I was a kid. I imagine the the "regen efficiency" and "recovery" technology has improved a bit since then. Anyone who has ever been stuck behind a fully loaded tractor/trailer ICE truck on a narrow road and hill climb will appreciate this technology. Instead of the normal 500 to 600 HP of an ICE truck, electric trucks can be made with 1,000 or more HP, can blast uphill fully loaded, and recover most of the used energy on the downhill side. And still be energy and operating cost competitively viable.
@@orionbetelgeuse1937 Studied the subject over 50 years ago, am familiar with the words used. They use all these adjective words associated with the word "ENERGY" and how it can be "transformed" from one adjective to another. Never any mention of WHAT IS IT THAT IS BEING TRANSFORMED???? What is the thing that they name "ENERGY"???? What is "thermodynamics" and why does it only apply to "CLOSED" systems???
You got that right plus I think brokers jobbers shippers warehouses and more going to demand full ev trucks if you want job in anything to in this sector's don't laugh buying brand new Truck only having to fight for low end money making.
So I will assume that the Tesla truck will be more beneficial for place like Europe where towns and counties are closer together. With the range and the time to charge a 850kw around 900km. these won’t be suited for Australian long haul drivers. Example adelaide to Perth is 2607km at the 900km range you are in the middle of no where.
in theory if motors are 90% efficient then the round trip return should be .9 x.9 or .81 which is what EV says.. However some tesla motors are supposed to be 95 percent so there are either other losses (in and out of battery) of the semi motors aren't at 95%. Any idea what's going on.... I believe gravitational storage is 100% efficient.
@@DLWELD you have to compare any trip with another trip, presumably at the same distance and average elevation to make a meaningful comparison, the wind resistance would the integral of the wind over the two routes, which would vary with altitude, so what you see in the wind resistance difference would be the from the 2nd derivative in the function of wind resistance as a function of altitude.
I wonder how much money Tesla could make doing graphic wraps for the semi clients who have fleets and want brand awareness on the trucks. $5,000/truck x 50,000 trucks/yr = $25,000,000 in revenue.
The constant vibration in an ICE semi-truck can have several negative impacts on the health and well-being of drivers over time. These impacts include: 1. Musculoskeletal Disorders: Prolonged exposure to vibration can lead to back pain, neck pain, and other musculoskeletal disorders, especially in the spine. It may exacerbate conditions like herniated discs or sciatica. 2. Circulatory Issues: Vibration can reduce blood flow to certain areas of the body, increasing the risk of circulation problems, including conditions like deep vein thrombosis (DVT). 3. Fatigue and Stress: Vibration can increase physical and mental fatigue, contributing to stress and reduced alertness over long drives, potentially leading to accidents. 4. Hearing Loss: The vibration can also cause noise, which, combined with engine sounds, can contribute to hearing damage over time if proper precautions (like ear protection) are not taken. 5. Digestive Problems: Constant vibration can impact digestion and lead to gastrointestinal issues like indigestion, heartburn, or even ulcers due to the disruption of internal organs. 6. Balance and Coordination Problems: Prolonged exposure to vibration may affect a driver's balance and coordination, leading to issues with posture and walking stability when they exit the truck.
So one of the most interesting video’s on Tesla semi is this 42 min clip of jay leno’s garage: th-cam.com/video/LMKySYs-hCg/w-d-xo.htmlsi=7TKJD6YRefIzezS-
As a former fleet manager for a concrete/heavy equipment rental company, believe me that ALL trucking company fleet managers are watching this EV narrative very closely. Parts and maintenance labour costs are always ever increasing - namely, filters, fluids, def, injector pumps, brake components, gasket replacements etc. etc. etc. Short of physical contact damage, tire wear, and normal suspension component degradation...EV trucks are, essentially, almost maintenance free = considerably more cost effective per mile driven than current specs. Questionable items: how long will grid electricity continue to be 'cheap'? Will gov't mandate a new 'road tax' for the heavier EV chassis? How reliable will the batteries/electric motors/cpu units be?? Staying tuned...
Guessing it's a result of the central driving position, but as a professional driver I'm really concerned with how these videos have shown a real problem with staying within their lane. Also can't help but wonder if that driver position is even legal, particularly in Australia...? I work for a company that are actively putting electric trucks on the road, and am supportive of the concept, just cautious that we get it right, because I know there are a lot of detractors out there.
@@simonredding6582 regen is created when slowing down or when going down hill you Missed the point when driving at a continuous speed long distance there is no regen nubby
As side note: those drivers-employees will be fired once Tesla is allowed to implement Full Self Drive by its semi trucks. Musk admitted to that generally.
First, there’s absolutely no reason why you couldn’t put self driving in a diesel. Second self driving is nowhere near being ready at this point in time. 90% is not good enough.
@@neilkurzman4907 Why would you want to add FSD to a diesel engine? That is the equivalent of a steam-powered computer. FSD ‘non-interventions’ presently up to 99.99% with more ‘9’s on the way. Come on, keep up. 🙂
Tesla Semi far higher range and far faster charging than the other trucks. Look at the results from the industry "Run on Less" test Sept 2024. It isn't close.
Are you just trolling or dumb? We already have a factory in the USA for Tesla semi ..the one built in China would be for China and the Asian market 🤦 @@mervstash3692
If anyone could point me to some actual Tesla Semi FACTS that include distance, terrain, power used and load pulled I'd be very grateful. All the data I've seen always has at least one key metric missing, so that the real efficiency can't be calculated.
A couple years ago Tesla posted an eight hour video of the truck driving from Nevada to California. It display the mileage and battery condition during the trip.
The engine brake or Jake brake is the noisiest invention ever and is restricted if not outlawed in many urban jurisdictions. We were camped near a hilly highway in Salmon Arm BC and heard nothing but the brrrrtt of Jake brakes as semi drivers tried to brake down the hill. So annoying. It'll be great for electric semis to "disrupt" this aspect of highway trucking. Too bad there was that Tesla semi fire in California recently. I hope Tesla learns from this bad experience.
the cheepest in the long run is always trains no truck should have to drive over 200 miles all logistics are all for speed to the customer just in time everything wich is so much more costly in the end and harder on the everyone and the enviroment! the pace of change is going to be the death of everyone and everything! pace has its limits you cant go faster than light! look at everyone that has given up already!
We want to know the range, time to recharge, and cost of the Tesla semi truck! Telling us some driver doesn't want to go back to "diesel" is testimonial BS.
Trevor Milton still didnt serve even a day of his sentence and he is living like a king because all his friends and family who got rich with investor money arent obligated to return any of it.
To say the Semi has a range of 500 miles means nothing!!!! It has no meaníng unless you tell us with what payload it can reach 500 miles. Otherwise this number is wothless!
Tesla’s been telling you that it’s fully loaded. You refuse to listen or accept that information. I’m assuming you need a video of the truck being weighed on the scales and then being followed to make sure they don’t take the cargo off. You don’t want to believe so you don’t have to believe. It’s not like you’re actually going to buy one. Pepsi actually did by the trucks
The same is true of the people who live in metro areas: the incidence of cardiopulmonary diseases is higher due to air pollution. The sooner we (the world) stops burning fossil fuels, the better quality of life everyone will have. 👍
Can it go more than 100 miles carrying a full load? Cause we all know EV pickup trucks range goes to less than half when towing its max capacity and these semi carry a big ass load, so range will probably go to shit even more then pickup trucks
There still air brakes on the trailer. The Tesla semi has air brakes as well. As soon as the stability control detects wheel slip, it will start applying the brakes. Tesla cars do the same thing: If the battery is at 100%, regen braking is not available. When you let off the throttle, Tesla cars will apply the disc brakes so that it has the exact same feel as when you are getting regen braking. It is seamless. Also, when you are doing regen braking and you hit a patch of ice, it backs off on the regen braking and starts applying the disc brakes at a correct amount for each wheel to maintain stability and straighten the car back out. The system is so good that you never even feel the car “step out” on you. I’ve had a c6 corvette, a 991 Porsche 911 and an Audi r8. But my Tesla model S and the model 3’s that I have rented are way more stable than the sports cars that I’ve owned, with all the nanny’s turned on. Their stability system is the absolute benchmark. I am betting that the cybertruck will be just as technologically advanced.
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I’m a truck driver, and if it means I can make more $, I want one of these . Even if it means I make the same, I still want one because the EV doesn’t shake as violently as a diesel. They shake rattle and roll like crazy !!! I like quiet and smooth !!!
There is a huge amount of kinetic energy in a loaded semi on a sloped road.
Tesla probably won’t sell to individual customers for a few years. The big dogs can buy hundreds and have the resources to build their own infrastructure to run the fleet.
Even if you make the same $ you will be able to maintain speed up a hill
Diesels don’t shake violently - it is difficult to tell what kind of engine is being used. Don’t exaggerate.😊
The energy which can be regenerated going down hill at constant speed is potential energy.
Diesel engines don't shake notably more than a gas, but semis do. The suspension is a lot rougher when you weigh 80,000 lbs. Not sure if tesla made any changes there.
One thing that is often overlooked with electric semis is that in places like container ports(Seattle, Oakland & Long Beach on the West Coast) where trucks idle for long periods and emit large amounts of pollution while they are waiting to pick up a load, the pollution is eliminated and so is the noise created when the trucks drive through the neighboring residential areas.
Yes, there still is potential pollution, if the electricity is created by burning fossil fuels, but it is emitted in a location far away from the congested ports and the plants are much cleaner.
As a truck driver, I can confirm that shitty trucks are huge part of driver retention issue. This is especially true for American-made trucks - those stupid pieces of garbage. The best truck I've ever driven in America was Volvo. There was only one Volvo in the terminal at the time I worked there and the drivers nicknamed it "Cadillac." When it fell on you to drive the Volvo you knew your day wasn't going to be painful, unlike all the other times when you knew it's going to be the Freightliner.
Yes. Electric trucks in Europe will be dominated by the likes of Volvo.
@@rogerphelps9939Volvo does have some electrification, but they’re kind of apathetic about it. Don’t see them pushing too hard at this point
There is a rail route in north Africa that uses no energy because it climbs the mountain to the mine empty but comes down fully loaded and uses regenerated braking and fully charges the battery for the trip back up.
That's insane. Actually using the potential energy of the cargo to power the vehicle.
Go on then, name it
only example I know of getting clean energy from coal, that is until they burn it.
I think it’s in Switzerland.
Correct it is in a quarry actually
The more mountainous or hilly the travel, the bigger the advantage for electric.
Do not forget the cost of oil change in a disel truck... again and again and agsin
Modern diesels also consume def by the gallon every 200-300 miles, at 9# each gallon in finished fluid weight.
Which costs operators money and energy and requires mining for urea to make it. Another convienantly ignored fact.
Just like diesel trucks just get 6.5 real world mpg on average and do 63,000+miles for the commercial 8 class. Which the tesla semi would directly replace. So each tesla semi saves 60,000-80,000# of fuel weight & def fluid annually from being dug or drilled up.
Transported, stored, refined&transported again also diesel refining uses cobalt. All of which is causing more polluting poisonous particulate matter, noise and heat to be produced before being burned in those trucks.
Ad in those brake pads&oil change weights, and each year a new tesla semi can offset more fluids&consumables from being burned than the trucks entire combined gvwr! Now that's truly accelerating the world's transition to a sustainable energy economy! 👍🏻😎
Elon get together a team buy an old diesel locomotive which are already a series hybrid. Slap a megapack xxl on the stripped down chassis and use better motors inverters and electronics to make the first ever tesla battery electric train! 😀
We do already have electric light rail systems. It looks like autonomous trucks and buses will make conventional trains obsolete.
I love the train idea @@4literv6
Yes but how much does this tesla cost out the door????
An electric truck not using its brakes to slow down on a steep incline means it's not overheating the brakes, causing brake fade. Fade is what causes trucks to go out of control on steep grades. People die because of that.
A diesel truck would use its Jake Brake to achieve additional breaking. But of course, all of that energy is wasted, and it creates a lot of noise.
CW McCall wrote a song about that. Wolf Creek Pass
As long as the battery isn’t near 100% charge, this works. If their destination is a few thousand feet lower than their charging station, then they would need to start around 80% charged, or less.
What’s interesting about these EV semi’s is how the heck you get infrastructure in place to charge multiple trucks at up to 1 Megawatt at the same time. Without a power plant nearby with a lot of excess capacity, you’d need multipleTesla megapack batteries fed by a combination of the grid, solar and wind to keep up with fast charging a busy fleet.
@@NickWindham
The answer is not to do what you suggested. The other thing is to understand how much electricity is used in the United States and not to think one megawatt is some tremendous amount of electricity. It takes about an hour to charge the trucks. So that means you need one charger for every eight or 10 trucks on the mega charger.
If they’re sitting overnight, then they don’t need to charge that fast. At which point you only need a 10 hour charge. Now you think this is new technology, but have you forgotten that there’s been electric buses around for many many years.
I’m not sure why people like you speak of this as if this is future technology that doesn’t exist. When it’s old technology that’s been around for many years.
By the way, something that could be done is adding charging plugs to the loading docks so the trucks can charge while they’re being loaded and unloaded. Infrastructure is set up for diesel trucks today doesn’t mean that’s the natural way of doing things.
And how come you didn’t complain about how long it takes to refuel a fleet of diesel trucks. They don’t fill up in five minutes.
@@neilkurzman4907 no complaints. I drive a Tesla and I’m all for electrification. I’m just asking how they’ll do it. I agree eventually a megawatt should be as easy to produce as a kilowatt today. However, that will require nuclear and more massive solar and wind farms than will exist in the near future. Nuclear takes a decade to build and 10s of billions of dollars. Three Mile Island is being brought back online after 2028, but that’s being done by Microsoft to power AI training, which electric semis will also have to compete with. I think the first locations with several megawatt chargers will have to be strategically built near power plants with excess capacity because our grid doesn’t have capacity for multi-megawatt surges of power draw in most the parts that are distant from power plants.
Also, most semis can go 1,200-1,400 miles fill up. 500 miles under optimal conditions means these won’t have competive delivery times for interstate routes. So, instead of a 900kWH battery, they need roughly 2 MWh battery, which will require hours to charge, even at 2 MW because you can’t charge that fast past 50% unless you use extra expensive chemistry in the battery.
All this said, I’m extremely glad Tesla is pushing the envelope with this and I do foresee them being very successful with it in short range delivery of light to medium weight loads. It’ll also be easier in countries that are already selling EVs as the majority of their cars because they’re putting their resources behind the infrastructure needed to charge them. Not much is expanding capacity quickly yet for the US grid. Renewables are, but they can’t cover the AI GPU farms coming, let alone large fleets is electric semis.
I think the answer for truckers over the next 10 years will be plug-in hybrids. Then, after the charging and battery capacities are in place, we’ll see fully electric semis take over.
Truck driver of 14 years here. I need to correct some of your misinformation: the diesel trucks also use engine brakes to go down hill, they have to! No brakes can actually withstand going down hill for extended period of time. If a truck driver decides to use only regular brakes going down hill those brakes will fail every time. That is why they make those emergency exit ramps. Therefore all trucks use engine brakes for going down long hill. The difference is that diesel trucks waste that energy but electric trucks capture it. I can also imagine that the electric truck would do it more seamlessly. The other difference, and it is a huge one, is that the diesel trucks use only the drive axle for the braking. Only one axle is connected to the engine so this limits how much braking you can do due to the lack of traction. This is especially true in suboptimal road conditions. With a motor on every axle, the electric trucks can do three times as much engine/motor braking!
Nice 👍
Regen breaking is far stronger than engine braking or the Jake brake.
Brakes not breaks. Don't break your brakes or you might break your truck and then your broken brakes would break your good driving record.
@@donwhyte9855 edited. Thanks!
@@Joegreen-r1i - So, If I "*Bust a Nut*" then "Regen Breaking", will "Break it again? 🤔😳🤨
Because the rear wheels (right and left) are driven by separate motors the truck's computer can determine which set of wheels brakes hardest. This allows the truck to avoid trailer jackknifing. A truck that won't jackknife is going to be cheaper to insure.
I drove b-trains for 15 years in the mountains of southern BC with lots of ice and snow in winter and never came close to jack knifing.
@@johnarnold893
"The Federal Motor Carrier Safety Administration (FMCSA) estimates that there are about 2,500 jackknife accidents in the United States each year. "
Remember, you are a sample of one. That's not enough data to make a meaningful statement.
When I think of the Tesla quickly and gearlessly accelerating to highway speeds, compared to the diesel's narrow power band and the 18 gear shifts at each stop light, each with its re-acceleration of the engine and flywheel - and each accelerate/shift cycle taking time and wasting energy - it'd be nice to see some comparisons here...
@@DLWELD
I think just saying that already puts electric way over diesel trucks..
No deep dive comparison needed.. 🤣
The @Tesla Engineering team very wisely chose the Pike Peak route to demonstrate the Tesla Semi for both of the reasons you hit on:
1. Torque - That enabled the video to show the Tesla Semi passing traditional diesel trucks (one with a Walmart logo) like they an old man, and
2. Regen capturing and storing the energy on the downhill portion of the route this demonstrating significantly better efficiency.
When you've got a product that good, there is no need for marketing if you know how to show it's best features and have the customer sing it's praises.
Was not pikes peak but Donner pass where stranded people emigrating to California indulged in cannibalism
Don't worry, those trucks will speak by themselves. It's easy to see TCO is lower, smoother ride, higher power, better reliability, etc So Tesla chose the worst scenario and wins hands down. On straight line, efficiency is even better.
To recover going downhill 80% of the energy generated going uphill seems exaggerated. It is more like 70%, which is already awesome! Well... I obviously don't know that for the Semi, but I have done the test in my Model 3. I am Swiss, and drive in the mountains more often than not. I have noted the energy it took me to cross an (pretty high) alpine pass. Then I figured how much energy would have been used driving the same distance on flat land at the same average speed. And the difference is 30% of mph, not "miles per hour," but mass * the gravity constant g * the height of the pass, i.e. the potential energy that had to be invested to "lift" the car and its load to the top of the pass. It is remarkably efficient! The energy spent fighting aerodynamic and rolling forces is obviously not recuperated!
The result is for a Model 3 with 2 passengers and baggage aboard, going up a 1000 meter high (measured from the base of the pass) pass is equivalent to driving only around a 15 km long additional distance on flat land! So, in the case of this 1000 m pass, with say 5% gradient on either side, it comes to driving 55 km instead of the 40 km registered on the odometer. In the case of an ICE car, it would be more than double!
Conclusion: the Semi will perform very well in mountainous terrain! And, if the 80% efficiency number is true, even better!
The claim is 80% of the energy used in getting up the hill - so I expect that means the geopotential energy only, the product of mass, ascent height and gravity - ignoring the other terms involved in overcoming rolling resistance (going uphill and down). On that basis, it's quite credible.
Typical EV Regen about 85%, so 80% seems bit on low side. If you have EV and power display, you can measure it yourself.
@@PJRye yes, it is surely that… but getting 80% efficiency means bloody efficient motors, batteries and power electronics.
It's at least 80%. The efficiency of the Tesla motor is 90%-95%, so it's between 0.90^2 and 0.95^2. That's also my experience with my Model Y. Very efficient!
@@andi4281 Why the ^2 ? i would say its the efficience of the motor which can be 90% multiplied by the electronic for charging and the batteries maybe also around 90% so total around 80% sounds right.
Life expectancy of the semi-truck is well over 750,000 km’s, the drive train needs to be upgraded with injectors, in frame overhauls and other diesel related components. The semi structure is so robust that many of these vehicles have over 4 million miles on them though mechanical components have been replaced numerous times.
Expect Tesla Semi to reach those numbers. If Tesla Semi is worth it for 1:1 replacement at new truck buyers, that will drive the market.
The issues of semi is the lack of production and configurations.
The Pepsi drivers prefer the less stressful Tesla experience.
Diesel trucks don't use more fuel when going down hill. They do gear down but also use an exhaust brake of which there are a couple of designs. When I drove a 16 litre Volvo they had an exhaust brake and an engine brake. It had serious holdback on hills even when up to weight at 63.5 tonnes. I agree that ReGen is a great thing since it is like refilling the fuel tank when going down hill.
Diesel trucks use engine braking downhill to save brakes.Engine becomes a compressor. Not great but better than just brakes
Oil changes, fluid changes, coolant replacement, clutch replacement, belt replacents, zero noise and air quality emissions. No brainer.
Add better power to weight
That maintenance means hours out of operation. Lost money.
I am curious about the weight difference and impact on tire life.
@@bobwallace9753 That'w what the deciding factor will be. Can operators make more money or less.
@@EfieldHfield_377 There is little difference between a Tesla semi and a regular diesel rig with a full fuel load. Not sure if there will be any difference in tire life. Maybe with FSD there will be fewer panic stops leading to longer tire life.
Faulty statement re engine breaking!
A) Old fashioned mechanical fuel injection: A diesel engine cuts all fuel injection at each and every instant the speed of the vehicle exceeds the desired speed (regulator weights in the fuel pump spinning faster than the accelerator pedal “orders” (in cooperation with the compression springs pushing the centrifugal weights in) hence pulling back the fuel regulator rod killing the fuel delivery to zero)
B) Modern electronically governed fuel injection: Sama as above but with electronic position and speed pick-ups.
Kindly
Anders
Sweden
I saw 2 last week driving through Nevada. It was a pretty cool sight for sure
In Thailand, China's BYD, Dongfeng, and Foton electric lorries are coming. I hope Tesla Semi will enter Thailand too. We need competition. We are enough with gas lorries.
Thanks for the video. I
have made most of my money in Tesla and BYD.
Be cautious! The Tesla stock price is inflated and will keep on tanking.
Oh to live in a world where all the trucks are Electric rather than the filthy noisy diesel trucks we have to put up with now
Am I the only one to notice that because of the driving position in the Tesla semi you don’t need LHD and RHD versions or am I wrong ??
I noticed that too.
Central driving position is a stupid idea.
I noticed that but it only has a door on one side. That might be a problem to some regulators but it really shouldn’t be.🤷♂️😊
@@stefanrus4723 Why?
@@stefanrus4723
Why?
I love these Tesla semi trucks. I see them around my area and just think they’re unbelievably cool.
Wrong shape. If you want cool just look at European trucks. More manoeuverable and a far better vantage point for the driver.
Wait till they power the trailer Axels!...
Then use those axels to support acceleration and provide regeneration braking.
Australia needs to be pushing hard to get these in Australia. Who will be first to get a fleet, Woolworths, Coles or the shipping container companies?
Where will you charge them?
Loading dock, or truck parking, they still spe d a lot of time waiting. @@walterrudich2175
While it is taking Tesla a long time to get this out to the masses, as with all things Tesla, once they get it out, you know it's going to be great! I can't imagine the back log of orders they will have. Plus, if they get this working with full FSD even just on the highways, that would be HUGE
I hope that they put Tesla's Bio defence air filters in as standard. It would be a huge advantage to driver health and comfort. Also would literally drive by and leave the air cleaner.
Far less brake dust.
How toxic is brake dust compared to other forms of vehicular pollution?
@@christopherd.winnan8701 Very toxic. It was common practise 40-odd years ago to blow drum brakes clean with an air line. Liberating all the asbestos rich content. Then warning notices from the manufacturers (Ford UK for sure) said it was mandatory to wash brake dust off with a supplied solvent solution. They advised that ‘most brake linings material contained asbestos’.
@@freddietheone8067 - Thank you.
Thanks!
Battery capacity is measured at 1C. In semi case it is used at 7-8C when old batteies have higher internal resistance then having LFP battey tabless then internal resistance is lower and also when you have lower current then internal resistance makes less work and generates less heat so going up hill needs more current so it is less efficient. While at 1C battery is 175wh/kg then at 8C it may be 185 or more. As i calculated when you have long range truck then you never get more than 4C but shoter range moddel you may get 2c upphill and downhill so it is less efficient
It’s funny, everyone talks about robotaxi, but when FSD works better than a human (which is damn close) the Semi will be driving goods all over the world without a human in the thing!! It will revolutionize the world!
Most ICE trucks have retarders. They tend to waste the energy they absorb but they have the same safety impact as the regen on an electric motor.
The energy recovery and reuse is the real benefit of the EV drivetrain.
Well... It obviously does not work all the time, otherwise, there wouldn't be emergency ramps built at the bottom of any sizable downhill stretch of highway, and before any tighter curve!!!
Emergency ramps are frequently used 8:25 for petrol/diesel vehicles which rely on friction brakes which fail due to overheating . Please explain how that proves that the coming electric vehicles are no good when they will feature the safety of regenerative breaking.... no friction heating. Do you work for the ice team or petrol/diesel team using bullshit posts or just didn't think your comments thru. Be honest now.
@@st-ex8506not so many emergency ramps in Europe but you have plenty in US because you have purely made trucks that use ancient technology.
@@stefanrus4723 you need the ramps at altitude, because the breaking resistance of the air on the truck is less and the compression of the thin air is also less. So if your breaks are getting ready to fail you will discover it on the long high downhill. (i know ,OLD VAN,, down from onion valley near mt Whitney, got to stop alot and let em cool
@@stefanrus4723 … I even heard you still have trucks with manual transmission in the US. Is that true?
But we have plenty of emergency ramps in Europe… one or even several in all serious downhill stretch.
Regen braking works in stop and go city driving. Regen braking does nothing on the highway because you are overcoming air friction and rarely braking. Semi trucks live on the highways.
When Tesla will have self-driving trucks they will sell like crazy. In US they need 70 000 truck drivers and the demand continues to grow.
I am still skeptical of the cross country capability. But see that from a warehouse out side of town they seem perfectly suited for the job. Biggest issue is power generation and distribution. It is lagging WAY behind and has a much longer lead time than producing trucks.
There is no cross country Tesla semi in existence at this point in time. Maybe they never will exist. These trucks are not being marketed toward that use.
You know it’s funny you’re concerned about how much electricity it would take for diesel trucks to be replaced by Electric? How about cryptocurrency mining?
How about AI data centers?
Restarting a nuclear reactor so IBM can use it to power a data center. Are you talking about banning those because they used too much electricity and the grid can’t handle it.
Semi can be a great driver of growth mid term if its anywhere near as good as ckaimed, hopefully it is.
Hey EV,
I drove from SFO (San Francisco Airport) to Truckee, CA on I-80 on 17-Sept-24. About 10-20 miles (16-32 km) there were three Tesla semis (no trailers) behind me. They never passed me. I wonder if these were on a test run from Sparks, NV? I was hoping to see a semi with trailer running between Sparks and Fremont, but it was fun to see the semis without trailers. By the way, on the round trip I think I saw 7-9 CyberTrucks and only 2 were not wrapped.
Orange EVs a U.S. company has been delivering class 8 trucks since 2018. and has logged over 15.8 million miles and 5.9 million hours of operation. Mainly used in yard service and drayage operations.
At 6:23 you said Catl's battery has the power density of 175wh per Kilogram but showed 175kwh on the screen and I was like wtf. 175KWH per kilogram!!!!!🤣
In north Texas in the US I see billboards advertising for diesel mechanics. It can’t be cheap to keep those things going.
I wish I could put pictures up in the comment section here. I had a Solar Electric Engineering professionally converted Pontiac Fiero done by Gary Starr. It did not have regenerative braking. However, it had very low internal michanical resistance. When I took my foot off the accelerator pedal the only things that slowed it down were the wind, the road and the linkages to the motor. On my way to work I had a long distance of a few miles that were flat but with a very slight incline. When I would come home, which was slightly down hill from work, once I got to speed I would take my foot off the accelerator pedal and the car would maintain its speed for most of the distance. A gift from gravity. I would call this phenomena and technique, "The Pump and Glide." I used it every chance I could since when my foot wasn't pressing the accelerator pedal I wasn't using any electricity from the battery, which, therefore would add miles to my range. Today, I try to find that spot between acceleration and regenerative braking to do the same thing, but that spot is sometimes hard to find on today's EVs.
Almost all trucks from 20 years ago onward have regen braking. You ain't stopping 40 tones going downhill only with brakes. The downside is that they all only generate heat and do not store the energy anywhere.
Almost all trucks going back way more than 20 years. Have a Jake brake. That uses the engine to help breaking. Regenerative is completely different because it recovers the energy.
Exhaust braking is not regen braking. A Jake brake converting kinetic energy to heat is no different than drum brakes converting kinetic energy into heat.
Did they fix the charging problem?
I’ve heard people say yea regen braking is fine but it wears out the tires faster. What do you think going down a hill in a lower gear does? It wears out the tires.
a little incorrect on the diesel truck braking. they have exhaust brakes, jakes brakes and often retarders. they can have electric retarders which is basically an electric motor in regen shorting out through a resistor to dump the energy. as far as braking goes i would not expect teasla semi to be any better or worse for normal braking. however regen on 3 axles makes it a lot better in low traction conditions.
the big downside to ev trucks is battery weight. load is money and having less load due to battery weight reduces income. some existing ev trucks have small motors and batteries so they can keep normal sized loads. that makes them slow and have hill climb limits.
i think we are a generation behind in battery tech. there is some stuff in the lab and pre production which could well make ev trucking worth while.
Will make for a fooking amazing R. V. Far nicer to drive. Big battery to help run the R. V. and Solar roof.
Freightliner unveiled their EV transport truck. It has better potential than the cyberfail 2.0. It also looks like a regular transport truck and Freightliner acknowledges EV transport trucks are for short local delivery only, not long distance and they also realize diesel will still be around for. Long time, so EVs will have to share the roads.
well i ask the question do you have any contacts in the heavy vehicle industry that can confirm that linfox actually has a order for 50 of the semi's from tesla but have issues with the ADR cert to get them imported
Apart from the energy used to overcome (1) "rolling resistance" and (2) "aerodynamic resistance", there is also (3) "inertial resistance" and (4) "climbing or elevation resistance". In ICE vehicles the energy (fuel) needed to overcome all these 4 sources of resistance, when used is NOT RECOVERABLE.
In electrical vehicles some percentage of the (3) and (4) energy is theoretically recoverable. And has been since the days of the Lead Acid battery milk delivery trucks when I was a kid.
I imagine the the "regen efficiency" and "recovery" technology has improved a bit since then. Anyone who has ever been stuck behind a fully loaded tractor/trailer ICE truck on a narrow road and hill climb will appreciate this technology.
Instead of the normal 500 to 600 HP of an ICE truck, electric trucks can be made with 1,000 or more HP, can blast uphill fully loaded, and recover most of the used energy on the downhill side. And still be energy and operating cost competitively viable.
There's also adoption resistance where owner/operators and trucking companies don't want to move with the times and dump diesel for EV's.
@@orionbetelgeuse1937 Studied the subject over 50 years ago, am familiar with the words used. They use all these adjective words associated with the word "ENERGY" and how it can be "transformed" from one adjective to another. Never any mention of WHAT IS IT THAT IS BEING TRANSFORMED???? What is the thing that they name "ENERGY"???? What is "thermodynamics" and why does it only apply to "CLOSED" systems???
You got that right plus I think brokers jobbers shippers warehouses and more going to demand full ev trucks if you want job in anything to in this sector's don't laugh buying brand new Truck only having to fight for low end money making.
So I will assume that the Tesla truck will be more beneficial for place like Europe where towns and counties are closer together. With the range and the time to charge a 850kw around 900km. these won’t be suited for Australian long haul drivers. Example adelaide to Perth is 2607km at the 900km range you are in the middle of no where.
in theory if motors are 90% efficient then the round trip return should be .9 x.9 or .81 which is what EV says..
However some tesla motors are supposed to be 95 percent so there are either other losses (in and out of battery)
of the semi motors aren't at 95%. Any idea what's going on.... I believe gravitational storage is 100% efficient.
Well, there's wind resistance that can't be re-genned.
@@DLWELD you have to compare any trip with another trip, presumably at the same distance and average elevation to make a meaningful comparison,
the wind resistance would the integral of the wind over the two routes, which would vary with altitude, so what you see in the wind resistance difference would
be the from the 2nd derivative in the function of wind resistance as a function of altitude.
I wonder how much money Tesla could make doing graphic wraps for the semi clients who have fleets and want brand awareness on the trucks. $5,000/truck x 50,000 trucks/yr = $25,000,000 in revenue.
The constant vibration in an ICE semi-truck can have several negative impacts on the health and well-being of drivers over time. These impacts include:
1. Musculoskeletal Disorders: Prolonged exposure to vibration can lead to back pain, neck pain, and other musculoskeletal disorders, especially in the spine. It may exacerbate conditions like herniated discs or sciatica.
2. Circulatory Issues: Vibration can reduce blood flow to certain areas of the body, increasing the risk of circulation problems, including conditions like deep vein thrombosis (DVT).
3. Fatigue and Stress: Vibration can increase physical and mental fatigue, contributing to stress and reduced alertness over long drives, potentially leading to accidents.
4. Hearing Loss: The vibration can also cause noise, which, combined with engine sounds, can contribute to hearing damage over time if proper precautions (like ear protection) are not taken.
5. Digestive Problems: Constant vibration can impact digestion and lead to gastrointestinal issues like indigestion, heartburn, or even ulcers due to the disruption of internal organs.
6. Balance and Coordination Problems: Prolonged exposure to vibration may affect a driver's balance and coordination, leading to issues with posture and walking stability when they exit the truck.
So one of the most interesting video’s on Tesla semi is this 42 min clip of jay leno’s garage:
th-cam.com/video/LMKySYs-hCg/w-d-xo.htmlsi=7TKJD6YRefIzezS-
What is the Tesla semi’s payload?
I wonder what the annual savings per truck will be when you factor in fuel, maintenance, driver turnover etc ? Anyone have any numbers ?
Electric trucks are great for short hauls, but long, interstate runs are best left to diesel.
Currently, that’s absolutely true.
That’s why the truck has a day cab
As a former fleet manager for a concrete/heavy equipment rental company, believe me that ALL trucking company fleet managers are watching this EV narrative very closely.
Parts and maintenance labour costs are always ever increasing - namely, filters, fluids, def, injector pumps, brake components, gasket replacements etc. etc. etc.
Short of physical contact damage, tire wear, and normal suspension component degradation...EV trucks are, essentially, almost maintenance free = considerably more cost effective per mile driven than current specs.
Questionable items: how long will grid electricity continue to be 'cheap'? Will gov't mandate a new 'road tax' for the heavier EV chassis? How reliable will the batteries/electric motors/cpu units be??
Staying tuned...
The information I have seen in regards to the energy efficiency of the Tesla Semi is that it’s 1.7 kWh per mile on average. You quote 1 kWh per mile!
Guessing it's a result of the central driving position, but as a professional driver I'm really concerned with how these videos have shown a real problem with staying within their lane. Also can't help but wonder if that driver position is even legal, particularly in Australia...? I work for a company that are actively putting electric trucks on the road, and am supportive of the concept, just cautious that we get it right, because I know there are a lot of detractors out there.
A Semi with FSD is a mortal danger for other drivers.
agreed
Maintenance Schedules.
Can Electric Viking dig in how how long it takes to set up supercharger and megapack for a truck depot. Pepsi said close to three years?
3 yrs - for one guy with a shovel perhaps.
@The Electric Viking Firstly, why do you think that the Tesla Semi is any better than any other electric truck? You just presuppose it.
@@niederrheiner8468 Maybe the now almost famous reason… ‘don’t bet against Elon’. Those who do usually lose…. However…. Trump?????
Well this is going to have a lot of regen going across the big flat runs on a lot of Australian roads....... like 0 regen across the Nullarbor
Mountain roads are littered with Runaway Track Ramps, which show the potential energy available.
en.wikipedia.org/wiki/Runaway_truck_ramp
You miss the point the regen makes more like a flat road. Regen is not perpetual motion.
@@simonredding6582 regen is created when slowing down or when going down hill you
Missed the point when driving at a continuous speed long distance there is no regen nubby
But also no hills to go up ...😊
@@Gunter_Custom - Plus the chance to incorporate road trains and other innovations.
Why Tesla vehicles ate not transported via Tesla semi?
I’m Curious
As side note: those drivers-employees will be fired once Tesla is allowed to implement Full Self Drive by its semi trucks. Musk admitted to that generally.
First, there’s absolutely no reason why you couldn’t put self driving in a diesel.
Second self driving is nowhere near being ready at this point in time. 90% is not good enough.
@@neilkurzman4907 Why would you want to add FSD to a diesel engine? That is the equivalent of a steam-powered computer.
FSD ‘non-interventions’ presently up to 99.99% with more ‘9’s on the way. Come on, keep up. 🙂
That’s 460 miles a day 7 days a week for a year and a half. Not saying it’s impossible but I would like a source
More correction: driving the big truck is fun and it is actually easier than driving a car.
Tesla Semi far higher range and far faster charging than the other trucks. Look at the results from the industry "Run on Less" test Sept 2024. It isn't close.
My view is that Tesla must build a giga factory in China for the Semi 🚛❤❤❤❤❤
So that it can't be imported into the US?
Are you just trolling or dumb?
We already have a factory in the USA for Tesla semi ..the one built in China would be for China and the Asian market 🤦
@@mervstash3692
If anyone could point me to some actual Tesla Semi FACTS that include distance, terrain, power used and load pulled I'd be very grateful. All the data I've seen always has at least one key metric missing, so that the real efficiency can't be calculated.
Look up run on less truck testing 2023
A couple years ago Tesla posted an eight hour video of the truck driving from Nevada to California. It display the mileage and battery condition during the trip.
Why do you think the information is missing?
Amazing savings in electric semis. In a business that is all about costs. Diesel is dead. 💵
No oil change, that will also be a huge cost savings.
👍👍
sem-eye
The engine brake or Jake brake is the noisiest invention ever and is restricted if not outlawed in many urban jurisdictions. We were camped near a hilly highway in Salmon Arm BC and heard nothing but the brrrrtt of Jake brakes as semi drivers tried to brake down the hill. So annoying. It'll be great for electric semis to "disrupt" this aspect of highway trucking. Too bad there was that Tesla semi fire in California recently. I hope Tesla learns from this bad experience.
the cheepest in the long run is always trains no truck should have to drive over 200 miles all logistics are all for speed to the customer just in time everything wich is so much more costly in the end and harder on the everyone and the enviroment! the pace of change is going to be the death of everyone and everything! pace has its limits you cant go faster than light! look at everyone that has given up already!
We want to know the range, time to recharge, and cost of the Tesla semi truck! Telling us some driver doesn't want to go back to "diesel" is testimonial BS.
Trevor Milton still didnt serve even a day of his sentence and he is living like a king because all his friends and family who got rich with investor money arent obligated to return any of it.
Ever think of an electric semi carrying a load of petrol?
It can haul most loads but the more common they become the less likely it is that they will be asked to.🤷♂️
It's the trailer that does the carrying..😂
@@frankmynard6325 why would I want to even think that? It’s just a load to be moved?
Nikola truck was powered by gravity and nothing else
😂👍
The heavier the vehicle the more benefits of regen braking.
4:18 i bet parking is so much easier. Smoother and more precise movements.
To say the Semi has a range of 500 miles means nothing!!!!
It has no meaníng unless you tell us with what payload it can reach 500 miles. Otherwise this number is wothless!
Just look up run for less
@@geoffkendall3191 Just tell me the payload they used and give me the link.
Full load at 80 ton 😊
Tesla’s been telling you that it’s fully loaded. You refuse to listen or accept that information. I’m assuming you need a video of the truck being weighed on the scales and then being followed to make sure they don’t take the cargo off. You don’t want to believe so you don’t have to believe.
It’s not like you’re actually going to buy one.
Pepsi actually did by the trucks
@@neilkurzman4907 What is the payload???
is this powered by solar cells only? We didn’t have to mine lithium for this truck, at least we better not have😊
Diesel truck drivers have a higher incidence of lung, and other, cancers, due to the diesel exhaust. Just another reason to ditch diesel.
The same is true of the people who live in metro areas: the incidence of cardiopulmonary diseases is higher due to air pollution. The sooner we (the world) stops burning fossil fuels, the better quality of life everyone will have. 👍
Thanks
Welcome
What about electric consuming tires twice as fast
Not true. But try again - this time with feeling
Imagine that electricity is free ))))
Regen at 80% recovery? Is this number confirmed? This is rather low IMHO tbh.
I think that the semi will be eventually a disruptive player in trucking
We can expect the same with the robo taxi
Have you address the Tesla semi that caught fire?
It was an accident, wasn’t it?
Do you think diesel trucks don’t burn?
@@neilkurzman4907Not like the electric trucks
@@stefanrus4723
Because you are a fire fighter?
Can it go more than 100 miles carrying a full load? Cause we all know EV pickup trucks range goes to less than half when towing its max capacity and these semi carry a big ass load, so range will probably go to shit even more then pickup trucks
I worry about jack knifing going down hill with no brakes on the trailer, only on the semi.
There still air brakes on the trailer. The Tesla semi has air brakes as well. As soon as the stability control detects wheel slip, it will start applying the brakes. Tesla cars do the same thing: If the battery is at 100%, regen braking is not available. When you let off the throttle, Tesla cars will apply the disc brakes so that it has the exact same feel as when you are getting regen braking. It is seamless. Also, when you are doing regen braking and you hit a patch of ice, it backs off on the regen braking and starts applying the disc brakes at a correct amount for each wheel to maintain stability and straighten the car back out. The system is so good that you never even feel the car “step out” on you. I’ve had a c6 corvette, a 991 Porsche 911 and an Audi r8. But my Tesla model S and the model 3’s that I have rented are way more stable than the sports cars that I’ve owned, with all the nanny’s turned on. Their stability system is the absolute benchmark. I am betting that the cybertruck will be just as technologically advanced.
Why would you not have brakes on the trailer?
@@larzlarz1140 Thank you for explaining this.
🤫 IT’s a secret ,SAM 🔋🔋🔋
Robo shipping is THE disruption no one is talking about.
@@Ask-a-Rocket-Scientist I’m talking about it!! Wow! Just think that through…