The 2022 Tesla Semi is Genius, And Here’s Why

Publicado el 22 ene 2022
The Tesla Semi is about to begin rolling out, despite being widely viewed as a late product. However Tesla is the only electric vehicle maker that will have battery capacity thanks to the ramp up of their 4680 battery cell, which will actually allow them to produce the Semi. Competitors have low range truck offerings that they can't even produce. Tesla hasn't discussed its payload capacity much, but naysayers believe that the Tesla Semi is impossible to build since it won't have the payload necessary to be useful. This is incorrect, and Tesla will indeed have a payback period of 2 years or less especially since diesel prices continue to rise, making the Tesla Semi even more competitive.
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Comentarios: 1 284

  • Do you think the Tesla Semi will deliver better specs than what Tesla originally unveiled? And what will be its biggest challenge going forward, batteries, production, competition, or meeting the specs? Be sure to watch:

  • As someone in the trucking business I can attest that that weight is still far to heavy to be practical. In a dry freight configuration as it was shown, 22 ton capacity is standard. Certainly many loads are are lighter lighter than that. But, putting a truck on the road that can’t scale industry standard weights puts you at a disadvantage and cuts you out from too many loads to be profitable.

  • As a trucker, I am very much looking forward to driving one of these OTR, but until they hit closer to 800-1,000 mile range, they will probably be relegated to city/local duties due to the fact that it will hinder a drivers ability to drive 600-700 miles a day in a reasonable amount of time. Another issue is charging during the mandated 10 hour break. We need heat/AC, microwaves, TV’s, refrigerators etc during these breaks, as we sleep/live in the trucks. The average truck stop has between 100-300 parking spots. Getting to a point where most trucks stops have enough chargers for everyone to keep them plugged in while they are on their 10 hour breaks seems impossible for now. I also wonder how much range will be affected during the long winter months when temps are sub-freezing.

  • As an x over the road semi truck driver I just want to point out one error in what is mostly great information. As far as being loaded up to exactly 80,000 pounds with fuel included that is constantly a variable. A lot of times you have to start out with saying a half load of fuel to bring yourself into legal weight standards for the highway. In the truck industry every pound of product you can get on that truck is that much more money that load made. So it is up to the driver sometimes to keep yourself under the legal maximum because if you had a full load of fuel you would be illegal and the first weigh station you go through here come the fines and tickets. And they are pretty darn strict on that stuff, weight limits are in place to make the highways last longer before they start falling apart and have to be repaired and that is a whole new level of money that comes from the taxpayers. And as far as legalities toward the driver it is the driver's responsibility for what he is driving down the road period. This is fine every time you leave with a load from whatever Warehouse or company the first thing you scheduled on your stop is the nearest place that has a truck scales and weigh yourself before topping off with fuel unless you know that you are within limits.

  • Weight limits are also there to protect bridges. Up the truck limit and more bridges will need weight limits.

  • 4680 was needed for this to happen. It will be an amazing year for Tesla. Everything is coming together to reach the next level. Investors think it’s taking a long time in reality the competition pooping their pants.

  • Many good points made here. In addition, the DOT has recognized that the lower center of gravity, greater acceleration, and regenerative braking of electric semis make them safer on the highway, and has increased the total truck + cargo weight of the 80,000 lb class to 82,000 lbs for electrics, so an electric semi gets a full ton of battery capacity with no reduction in cargo weight.

  • It isn't so much that you can't make an airplane fly or a semitrailer haul, it's the question of how much percentage of the overall weight and volume of the vehicle is dedicated to batteries.

  • Im especially curious about the semi‘s drag coefficient. When it comes to trucks, the primary issues are weight and air resistance.

  • As usual a a thoughtful and thought provoking analysis. It is always difficult to mass produce a new and complex product that utilizes new technologies. It is much easier for Monday morning QBs to critique the product or the delays. It just amplifies their ignorance and myopic vision.

  • A prime concern for weight limits on trucks is the protection of bridges and overpasses. Multi-lane bridges with slow heavy traffic must support many vehicles, including heavy trucks. The weight limits are calculated using a bridge formula, that includes the number of axles and wheels on the vehicle, the size of the tires, etc. I have no doubt that the Tesla semi will be able to carry the prescribed limits. They couldn't pull more for example, because the law is based on the number of axles. It's why some trailers have many axles to support very heavy loads and remain legal on a per-axle basis.

  • The answer to the battery problem is simple. As a truck 🚚 driver the main larger batteries should be place in the front of the trailers. The trailers sits most of the time against a dock or on a lot. Perfect time to charge them. Plus adding the battery from trailer to the battery already in the tractor extended hours of service. Rethink the simple things. Most of time the trailer sit half empty or only has parcel loads. DOT can change regulations if they want. It's just they need encouragement to do so.

  • If they allow a lot of extra weight beyond 80 tons it puts a lot of wear and tear on the infrastructure. And because these trucks won't be paying the gas tax the burden for paying for fixing these roads Will be on people not associated with the transportation business.

  • Thanks for the interesting comparison. I was curious about safety comparisons between EVs and traditional diesel trucks. One of the greatest threats to 'life & limb' on the highways is a jackknifing semi. Around the I95/I495 beltway in the D.C.-metro area, they seem to have regularly occur for the many years I've been driving. Hard to believe, actually, given the heavy traffic. Complete multi-lane sections have been commonly 'shut down' while emergency operators went about resolving the issue. Rain & ice seem to be common preconditions to initiate jackknifed semi wrecks. Is it possible for Tesla to engineer something akin to fail-safe protocols to prevent jackknifing in its EV trucks?

  • Payload isn't limited to 80,000 lb., that is just a typical axle configuration for an over the road semi. The truck weight is limited by bridge rules that limit weight based on tire spec.s and axle spacing. Increasing axle spacing increases load capacity for a set of axles. Adding drop axles also increases load capacity. Local DOT offices have the spec.s available.

  • Three points...

  • Elon and Tesla have had a perfect storm over the last few years. From covid to chip shortages and supply line issues the problems have been terrible. Seems that no one thinks these issues haven't caused delays that no one could have imagined. There is no doubt that Elon can be overly optimistic but when you look at what has been going on its easy to see why lots of things are happening slower than expected.

  • We honestly need more "performance" EVs that's where alot of breakthroughs come from.

  • Very likely they will exceed what they have promised… good clarification video that every transport manager needs to see, but won’t until the Tesla trucks arrive on the scene and start obliterating ICE trucking forever. In the future even long haul will be catered for with battery swap companies competing for what will also be a huge market! Everything will be automated, the swaps, charging, loading and unloading! Drivers will not be needed and trucks will form up in precise convoys that will be safe and predictable and even tow broken trucks to their destination automatically and without stopping. People reading this might still doubt it …but as a former 300 ton mining Haulpac driver, I am living proof that all medium and long haul truck drivers will be made redundant. There was once sixty men on my shift that drove these giants for an eight hour shift. That’s 240 men on all four shifts making over $100k each per annum in the 1990s. Now there are exactly zero men making exactly $zero per annum!

  • Teslas completion dates are not really “promises” but are estimates. And with Tesla, these tend to be inspirational and provide a goal to strive for. They also encourage the competition to step up, thereby accelerating the transition. Tesla leads the way.