Stopping Short: Tesla's Electric 'Long-hauler' Rumored to Have a Maximum Range Under 300 Miles
Tesla Motors will be dabbling in the commercial freight industry when it unveils its electric semi-trailer next month. But, with news of it only possessing a 200- to 300-mile range between charges, dabbling may be a best-case-scenario. Diesel-powered rigs traditionally run in excess of 1,300 miles between stops, even though they also go through hundreds of gallons of fuel in the process. And it’s all that burned fuel that makes the concept of an electric tractor-trailer so appetizing to the trucking industry.
However, the EV prototype “long-hauler” won’t be fit for cross-country trips due to its limited range — meaning the inevitable Smokey and the Bandit remake probably isn’t going to have the Bandit or Snowman driving Teslas.
According to Reuters, Scott Perry, chief procurement officer at Ryder, said he met with Tesla officials earlier this year to discuss the technology at the automaker’s main facility in Fremont, California. Perry explained the manufacturer’s goals centered around an electric day cab rig with no sleeper compartment, capable of traveling roughly 200 to 300 miles with a complete payload before needing to be recharged. But even among shorter distance day cab trucks, Tesla’s rumored range isn’t exactly competitive. Non-sleeper diesel tractors can easily clock 600 miles before having to worry about refueling.
“I’m not going to count them out for having a strategy for longer distances or ranges, but right out of the gate I think that’s where they’ll start,” Perry explained.
Tesla Motors is famous for teasing details and not providing the full story until the very last minute. It may already have something better waiting in the wings. Company CEO Elon Musk has expressed his desire for large-scale production of the Tesla Semi within a couple of years. It’s conceivable that the prototype could represent a modest offering, with longer range variants to follow. The company is also promising autonomous features that would eventually limit the need for a human operator.
The trucking industry has been monitoring Tesla’s trucking plans with healthy dose of skepticism, though. Servicing these already expensive vehicles could be extremely problematic and no fleet manager is going to green-light spending if the logistics don’t work. Range is also a critical factor within the commercial freight industry and these hypothetical EV trucks offer diminished distances and a lengthy recharging period.
Electric semi trucks are believed to lose their economic feasibility past a 300-mile range. Present-day battery technology would effectively limit it to around that threshold. Anything more and rigs would need to be equipped with heavy external power supplies, probably in the trailer — which would limit their usefulness.
“There is a certain amount of hype to Tesla’s announcement,” said Antti Lindstrom, an analyst at global research firm IHS Markit, last April. “It doesn’t seem that long-distance trucking is ready for electrification right now.”
Musk disagrees, obviously. “A lot of people don’t think you can do a heavy-duty, long-range truck that’s electric, but we are confident that this can be done,” he said.
Roughly 30 percent of U.S. trucking jobs are regional trips of 100 to 200 miles, according to Sandeep Kar, chief strategy officer of Toronto-based Fleet Complete, which tracks and analyzes trucking routes. “As long as [Musk] can break 200 miles he can claim his truck is ‘long haul’ and he will be technically right,” Kar said.
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- SCE to AUX This is good news, as long as the Tesla plug can deliver the kind of power needed in the future. I'm not sure that's a settled matter.
- SCE to AUX Hyundai/Kia/Genesis, if we're talking mfrs of consequence in the EV space.But to their credit, they've tried to remain distinct from the Tesla approach to everything. They've been quick to respond to the Biden IRA domestic content stuff for EVs (by building more US plants), so maybe they'll jump on this NACS bandwagon.
- FreedMike I guess it's good to hear they finally made the third row livable - the one on the old RX was a joke - but, man, is this generic-looking.
- Alan I read the front wheels are driven by the engine and the rear wheels by electric in the hybrid. I also find it odd it isn't offered as the 2.4 hybrid with 250kw on tap.
- KOKing That base hybrid system must be something other than the normal Toyota Hybrid Synergy Drive, since that uses the two electric motors as the ('CVT') transmission without a separate transmission of any kind.
The real question will be what is the entry cost to acquire in the first place. Long term operating costs don't mean anything if the difference at the end of the day doesn't show value over that of a tradition diesel semi because some insane amount of daily driver miles are required in order to break even. Given that unlike a diesel, recharge times will impact not only that time period, but also cost in terms of storage, upkeep, and of the course, the unknown amount of the time the batteries can actually maintain that range, I don't see it taking off unless a few things happen. Government will have to subsidize the intial buy in price, which will only make it attractive until the subsidies run out. Second, they will have to prove long term reliability which won't happen over night. Finally, the proof that long term, money is saved versus a traditional semi, which will require a decent data pool before people jump on board. I'm not holding my breath for a runaway success. As of right now, I view this as going the same way of the tesla roadster. Unique, but not a mass market item.
Even if they get a small portion of the trucking market, it will be interesting to see how battery production will scale. It will take a lot of lithium with current battery design. I don't see how this scales economically without a new battery design using more available resources. And what happens when all this extra power is pulled through the grid? ...assuming it is available.