Besting Tesla’s Reveal By Just Days, Cummins Unveils AEOS Electric Semi

AUG 30 2017 BY MARK KANE 77

Beats Tesla showing off a prototype by just days.

Cummins revealed from its historic technical center in Columbus, Indiana, a fully electric class 7 demonstration Urban Hauler Tractor as a step in its earlier announced electrification movement.

Cummins AEOS Electrified Power

The vehicle is equipped with a 140 kWh battery for 100 miles (160 km) of electric range, but up to 300 miles is possible with additional battery packs. Tesla’s upcoming semi is also believed to have range of 200 to 300 miles. It’s reveal is set for late September, which means Cummins is ahead in the electric semi race.

Optionally, a range extender (Cummins B4.5 or B6.7 engines) will be made available for even longer ranges.

“The demonstrator truck uses a 140 KWh battery pack instead of a 12-liter engine. The weight of the electric powertrain is roughly equal to that of the removed engine, aftertreatment, transmission and fuel tank. The tractor day cab has a gross vehicle weight rating limit of 75,000 pounds. The concept truck has a range of about 100 miles on a single charge for city driving that’s extendable to 300 miles with additional battery packs. The powertrain and truck will enable Cummins to learn more about the potential electrification holds for larger vehicles.”

To achieve the highest possible efficiency, Cummins uses regenerative braking and is even considering solar panels on the trailer roof.

One very important part of the concept is aerodynamics:

“Air drag is reduced by replacing side mirrors with an in-dash camera system. The truck achieves a significant air drag reduction via its highly streamlined design as well as a better sealed truck body and underbody – with no front radiator intrusion.”

Cummins AEOS Electrified Power

Cummins AEOS Electrified Power

Cummins AEOS Electrified Power

Cummins AEOS Electrified Power

During the event, Cummins highlighted new more efficient diesel engines (the X12 and X15), natural gas engine technology and hinted at a revolutionary heavy-duty diesel engine in 2022, which means that electrification is only one of several options in its current strategy.

Jennifer Rumsey, Chief Technical Officer, Cummins Inc. said:

“These new technological innovations build on our 100-year legacy of bringing the best solutions to our customers, driving their success and meeting the evolving demands of their industries and markets. We will harness our global technical footprint to continue to develop a wide variety of power technologies to bring our customers the choice and solutions that enable their success and contribute to a sustainable future.”

What’s new in Cummins:

Cummins AEOS Electrified Power

“Cummins leadership believes that energy diversity is critical to its future success.”

These are some of the technologies the company is offering or developing:

Clean Diesel

Cummins continues to be the leader in clean-diesel technology and understands that for many markets diesel engines will be best solution for decades to come. The latest products are highly efficient and sustainable heavy-duty diesel engines, showcasing the company’s innovation in traditional diesel power, the most commonly used power on the road today. The powerful X15 and lightweight X12 engines are engineered for optimal performance and power while offering class-leading fuel economy through the use of advanced air handling and fuel system controls. Both engines utilize the compact Single Module Aftertreatment, which offers longer maintenance intervals for the lowest cost of ownership. Cummins’ work in diesel innovation doesn’t end there – the next heavy-duty engine for 2022 affirms the company’s commitment to providing the most effective power solution for Class 8 linehaul trucks. And, with the recent formation of the Eaton Cummins Automated Transmission Technologies, customers can count on Cummins to provide market-leading innovation for integrated powertrain technologies.

Alternative Fuels and Power Solutions

Cummins AEOS – first fully electric heavy-duty truck and powertrain

Cummins has invested in research and development projects to develop products and technology solutions utilizing a wide range of fuels. The company is developing a high-efficiency spark-ignited technology that can deliver diesel-like performance and durability across a range of liquid fuels, like ethanol, methanol, and gasoline – meeting the most stringent emissions requirements. Cummins continues to investigate the viability of alternatives like bio-fuels, synthetic fuels and hydrogen. And, Cummins has also invested in exploratory projects focused on Proton Exchange Membrane and Solid Oxide Fuel Cell technologies.

Natural Gas

Cummins has long been a leader in providing natural gas engines as one of its sustainable, affordable and readily-available power options. The company revealed its latest Near-Zero natural gas engines during the event. End-users will find the Cummins Near-Zero natural gas engines are an equivalent performance option to diesel and like the latest clean-diesel have little to no emissions for customers looking to minimize emissions footprint. Working toward a class 8 integration, these engines offer adaptability with Agility’s Blue-IQ fuel delivery technology for full connectivity.

Electrified Powertrain Solutions

Cummins AEOS Electrified Power

With the unveiling of the Concept Class 7 Urban Hauler EV, Cummins introduced a state-of-the art battery pack offering, redefining energy-efficiency and density capabilities for the EV market. The lighter, denser battery design allows it to hold a longer charge for improved range and faster charging, reducing down time. The concept truck design includes an Engine-Generator option for extended range capabilities, allowing users to benefit from Cummins B4.5 or B6.7 engines, providing a major advantage over today’s hybrid systems. These engine options offer 50 percent fuel savings compared to today’s diesel hybrids with zero emissions.

Digital Capabilities, Data & Analytics

Customers are looking for convenient and responsive interactions, real-time updates, and information that make products safer, more productive, and easier to use. Cummins has offered telematics systems in some markets for many years, but the potential for digital goes far beyond telematics systems and at a faster pace. Recognizing this, in May 2017, Cummins formed a new internal organization led by Sherry Aaholm, Cummins Chief Information Officer, called the Digital Accelerator. This new organization seeks to streamline innovation, bringing concepts from the idea stage to commercialization at the most efficient and effective pace.”

Hat tip to Mike S!

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77 Comments on "Besting Tesla’s Reveal By Just Days, Cummins Unveils AEOS Electric Semi"

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The long haul solution is likely overhead wires or in-road charging in a dedicated truck lane. Then a smallish battery pack is all that is needed to get from dock to interstate and vice versa.

Note that Cummins makes engines for off-road equipment. If we want to replace diesels there, we’ll need a large replaceable battery as there is no grid to charge until the site is nearly finished.

Yes, battery for city driving and overhead lines on the highway is probably the right way forward

Credit: Current German testing of Overhead Power Lines for freight trucks.

Overhead power lines to power such things as streetcars and light passenger trains, using a pantograph power pickup, are a holdover from the first generation, early 20th century generation of EVs.

The EV revolution is moving forward… not backward!

Good for Cummins… hope it’s successful for them and hope they have a solid plan charging wise which is key.

The press release calls it a concept. Hopefully they actually produce it.

The release also references a range extender configuration which could also be very beneficial.

Charging Speed, Charging Speed, Charging Speed!!! This Cummins BEV is going to be DOA if it’s not capable of high charging speeds and if there’s no high speed charging infrastructure. This Cummins BEV semi looks nice but until we start seeing 350 kW chargers at truck stops this thing is going anywhere.

Charging speed is probably going to the biggest hurdle for long haul trucking. Cummings is going to have to throw significant resources into charging infrastructure if they want to stay in the Semi (hauling) Game, with Tesla and the others contenders.

“Cummings is going to have to throw significant resources into charging infrastructure”

I don’t think they have any plans for that. See my comment below. The electric truck they have announced here will be an in town hauler. 300 miles max range 420 kwh. Easily recharged over night.

This isn’t a challenge to Tesla’s BEV semi tractor. This is only a class 7 truck, not a class 8 semi tractor of the type uses for long-distance heavy freight hauling. Class 7 has a 33,000 lb. load limit, as opposed to class 8 which can haul up to 80,000 lbs.

The concept vehicle is labeled an “Urban Hauler”, and that’s an accurate label — unlike the headline to this article!

True. Also I would say that fast charging speed for semi trucks will need to be at least 900 kW.

Proterra already has 500 kW bus chargers deployed and in use. For BEV semis, 350 kW seems overly conservative to me.

I sued my HOA to force them to switch from gas lawnscaping equipment, to electric. I’d like to see similar suits to force adoption of electric semis.

Wow. You’re that guy aren’t you. 90% of what’s wrong with America today is summed up in your post.

So what is the other 10%.

When doing it for a good cause then it is okay. Like the people in the Netherlands that sued the state because of lacking environmental efforts.

But the general suing mentality in the US is sick.

He’s my hero.

Gas lawn care equipment sucks. It’s almost as bad as free EV charging. 😀

What’s with American truck manufacturers clinging to the old ’50’s style tractor design with a useless long hood? At least this tractor doesn’t have a split windshield and an unmuffled exhaust. European tractors are all cab-over designs which are considerably shorter and more maneuverable. And they look very nice as well compared with American tractors.

Actually, cab over designs used to be popular in the United States too. Apparently cab over designs are mostly the result of length regulations, not maneuverability concerns. When those regulations were relaxed in the 1970s, the market here shifted away from cab over designs.

Disadvantages of cab over designs are:
– Maintenance is more difficult. To lift the “hood”, you tilt the entire cab, meaning that you need to clean out anything in the cab that might roll around. You can do some of the maintenance with engine access doors, but not all.
– Less aerodynamic because of the flat front
– More expensive to manufacture and maintain
– Less safe because of no crumple zone

In addition to what is posted above, the conventional cab offers a much better ride for the driver. Having owned and driven both cab styles for years, I can say the conventional is more popular with drivers. Me personally, I preferred the cab over only for it’s reduced foot print and in some trucks, superior turning radius. Cummins is wise to choose the conventional cab because it is by far much preferred by drivers and buyers of heavy trucks here in North America. Some of that bias just comes down to “What a truck oughta look like”. Cummins isn’t a truck manufacturer (yet anyhow). This is just a technology demonstrator to inspire actual truck manufacturers like Freightliner, Peterbuilt, Kenworth, etc. This concept is to give them a vision of a possible future. However in the trucking business there is very little “wanna have” and mostly “hafta have”. If this thing doesn’t pencil out financially with a good business proposition, it is DOA and that goes for all electric trucks by anybody. I am convinced the upcoming Tesla semi is more a promotional expense for Tesla company than it is serious about trying to sell to trucking companies. The heavy truck… Read more »

“Cummins isn’t a truck manufacturer (yet anyhow).”

Good point. They must have had a partner on this but no mention in the article.

Dav8or said:

“I am convinced the upcoming Tesla semi is more a promotional expense for Tesla company than it is serious about trying to sell to trucking companies.”

You may well be correct. The idea of assembling a heavy truck out of parts for a compact sedan doesn’t make any sense! (Using multiple motors out of the TM3 may make sense. But what about the rest of the truck?)

I think Tesla’s BEV semi will also be a technology demonstrator, and not a production-intent prototype.

Be prepared to be very wrong. One month to go.

Checking back in after the reveal. Looks like Tesla surprised us all.

Hmm .7 miles/kwh. That is better than the estimates we had here in an article that prediced .5 miles/kwh and also better than what PMPU estimated in his napkin math..

But the article says this is a class 7 intown hauler so it probably get better fuel consumption because of that.

I have to give Cummins credit here. I didn’t think that they would pull this rabbit out of the hat.

The range extended version is the one that catches my eye though. This is the perfect app for a range extender.

Texas FFE commented that the charging speeds are not known and that that is critical. My guess is that the range extender will be the key that Cummins uses to get this to be a long hauler….no super charging network required.

Tesla definitely has some stiff competition here.

Yes, this is definitely a major annoucement from Cummins, a company many people respect. When “Buffalo Green Projects” was still around (defunct now), a friend of a friend showed up with a Cummins Diesel in an F-150 (whose previous gas engine had blown). I asked, ‘Where’s the Radiator’? The guy said he only uses it for city driving, and the block (which to me look more like a bank safe than an engine) radiates heat sufficiently well under low power requirements that it can get along without one. (!!!!) The only downside I’ve seen while working on some moderately sized emergency generators, (around 800 hp) is some quality control problems with the exhaust manifold leaking – which although not a health hazard, is destructive as far as the engine is concerned due to the heat – but I assume they will address that problem since that is their business. The 100 mile range that the article talked about neglected to mention in the press release that you can triple the battery size if you’d like – but most ‘green eye shade’ accounting departments will go with the Volt like range extender engine, as this saves quite a bit of fuel… Read more »

A series hybrid is ideal, but all of these companies are doing them wrong.
Instead, of putting large engine/gens in, they should make a small set of eng/gens in various sizes, say:
10 HP/7 KWH
70 hp/50 KWh
140 HP/100 KWH
280 HP/200 KWH.

THen put 2 OR MORE of these inside of the equipment.
For example, as a city hauler, they might put 1, maybe 2, 70 HP.
OTOH, for going long distance, 2 140 HP would make sense.
The advantage is huge.
in particular, if they lose an eng/gen, they can still keep going ( useful for off-road construction equipment as well as military).
Then simply replace the broken one quickly, and you are going full speed again.
Prices will go down for these eng/gens quickly since they would produce a large number of each.

Hybrid garbage trucks are really coming into play now and using the small gen set approach of a motor with series hybrid. Whacks 50% or more right off the top on fuel while reducing noise dramatically along with fumes, maintenance, etc

yes, but are they using MULTIPLE same size eng/gens for those?

Well windbourne, you have a point, but Cummins would prudently use their existing power plants until all the design costs were fully amortized. Offering a choice of B4.5 or B6.7 engines – Cummins claims they are MODELS of both efficiency and cleanliness.

Not being conversant with anyone who actually has one of these engines – I’ll take their word for it until it is proven otherwise. They also seem to have flexibility as to fuel source, such as CNG, LNG, and bio-fuel – as well here, in combination with different sized batteries.

I wish consumer car manufacturers offered several battery sizes as apparently most of the serious truck manufacturers do.

“But the article says this is a class 7 intown hauler so it probably get better fuel consumption because of that.”

Sure, this class 7 “Urban Hauler” will have more efficient energy consumption than a class 8 long-range BEV semi freight hauler. My “napkin math” assumed the BEV semi tractor would be hauling an average load. A class 7 truck, like this Cummins concept truck, has a maximum load of 33,000 lbs.; far less than the maximum class 8 load of 80,000 lbs.

Also, note Cummins calls this an “Urban Hauler”, not an over-the-road intercity freight hauler. Their energy consumption rating very likely assumes an average speed less than the highway speed my “napkin math” is based on.

This is very much an apples-to-oranges comparison, and IMHO not any real competition to Tesla’s concept semi.

“Hmm .7 miles/kwh. That is better than the estimates we had here in an article that prediced .5 miles/kwh and also better than what PMPU estimated in his napkin math.”

Yes, but my napkin math assumed a class 8 truck running mostly at highway speed. Not a lighter, class 7 truck running mostly at “urban” speeds.

Complete disclosure: I expect Tesla to beat my “napkin math” estimate by using superior aero and thus lower drag. My only real question is just how much they can beat it by for real-world long-distance freight hauling. Maybe just a little… maybe more than a little!

Great to see some competition waking up ahead of Tesla reveal. But they should say more clearly at what power rate they can charge and on what network of Superchargers and at what price.

Nobody has yet built any EV chargers for semi tractors, unless you count those used to charge semi “yard mule” trucks which are restricted to a freight yard.

Any fleet operator will have to assume the expense of building out his own BEV semi charging stations, and will locate those where it makes the most sense for that fleet operator. That is one of the reasons Tesla is talking about sales only to fleet operators, not to independent truckers.

BEV semi tractors are not going to charge at Tesla Superchargers designed to charge passenger cars. And don’t expect Tesla to build out a nationwide system of BEV truck stops.

what is interesting is that Tesla has some deal with T/A and is putting SOMETHING in those places. And more than few are NOT being reflected on the supercharger maps.

Well, you’ve got me curious: Who or what is “T/A”?

Don’t forget that Tesla also installs “destination chargers”, which are slow chargers (L2, I think) intended for cars parked at a location away from home hours or overnight. In fact, a few months back it was said that Tesla has about as many destination chargers as Superchargers. But I don’t know how they’re counting them. Locations or stalls?

just re read this article and Cummins quotes.

It’s pretty obvious that Cummins electric is meant to be just an in town hauler. They will stay with their new Diesel engines for class 8 long haul trucks. No super charging network required. With 300 kwh and 300 miles in town range they can get away with overnight charging.

Can’t wait to see if Tesla actually comes out with a long range class 8 truck. I believe that is what Musk said at the TED conference.

“Musk says Tesla is looking to prove that an electric truck can outperform a diesel truck when it comes to RANGE and torque”.

I’d love to see a direct quote from Elon on the subject of BEV semi range, but all I can find are indirect quotes such as the one you’ve cited.

Perhaps what Elon actually said was more circumscribed than that indicates.

Does anyone see any evidence they plan to actually produce this truck?

It is called a “demonstration Urban Hauler Tractor” and it has features like camera mirrors the DOT won’t allow.

It is also mixed into a mish-mash of “everything is on the table” energy mix.

Feel like either a PR thing or doing the motions to make investors less fearful of a possible disruption in the market.

IMO Cummins is tip toeing into this electric thing because they have to especially in Europe. I don’t see Cummins doing a serious long range class 8 truck. If you read between the lines they are still committed to their Diesel engine tech and their new Diesels will power the long range Class 8 trucks.

….but we don’t know yet what Tesla will propose. Mark Kane referenced an article that claims Tesla truck will only have 200-300 miles range. That article claims it is based on discussions with Tesla about the trucks design:

“Tesla’s electric prototype will be capable of traveling the low end of what transportation veterans consider to be “long-haul” trucking, according to Scott Perry, an executive at Miami-based fleet operator Ryder System Inc (R.N). Perry said he met with Tesla officials earlier this year to discuss the technology at the automaker’s manufacturing facility in Fremont, California.”

IMO Tesla does not have the financial resources to build out a serious truck nation wide super charging network.

Do Cummins have a market in Europe at all?

I only see Volvo, MAN, Mercedes, IVECO, Scania . . I don’t think they’re a major player in Europe when it comes to supplying engines..

My sentiments exactly. Cummins does not have the experience necessary to build the powertrain including the battery pack, so how much of this is TM4’s work? The rest I’m confident Cummins is a world leader. So who made the battery pack and management system? I don’t see that as something TM4 does. And OMG, what’s with the needle gauges? Does it come with an 8-track player?

This strikes me as a way of promoting the Cummins brand as appearing relevant for the future. However, Daimler has made significant strides in this direction already. Right now, this is testing the market, like the Harley Davidson LiveWire project. Did that bike ever materialize? Or was it a PR stunt?

I’ll believe it when I see commentary from truck/fleet dealerships showing significant interest. Like how Ryder is talking to both Nikola Motors and to Tesla.

Hans Hammermill asked:

“Does anyone see any evidence they plan to actually produce this truck?”

You’re asking the pertinent question here. Dav8or called this a technology demonstrator, and I think he’s right.

The metrics aren’t all that impressive however great timing with Tesla to build some interest…They’re not even claiming it’s a prototype, rather a demonstrator…Yet what they should really be focusing on is a driverless truck which would improve aero and lowers weight…

That instrument panel seems to have too many gauges. Any of them for oil pressure, “engine” temperature, … ?

Urban haulersusually return to a warehouse “home base” every night, which likely will have a robust 480 volt 3 phase electrical service. Many of these facilities already have fast-charge systems for their electric fork lifts, robot parts pickers, etc. Installing a high-kW electric truck-charging system would just be an extension of “business as usual”.
This vehicle’s sweet spot will be more like a commuter EV vehicle relying on medium-speed overnight”home charging” than a long-distance-vehicle requiring on-the-road fast-charging

Right. I don’t believe that charging speed would be any limitation for a limited-range, limited-speed, limited-load vehicle like this.

It isn’t in the same class — literally! — as a Class 8 heavy semi freight truck, which is what everyone thinks Tesla will be demonstrating.

As much as I don’t believe in Hydrogen Fuel Cell consumer vehicles, it makes sense for Trucks given their need for fast replenishment.

Using natural gas to power trucks makes economic sense. Using hydrogen-powered fuel cells to power trucks does not.

It’s possible that someday we will see practical fuel cell vehicles powered by some fuel other than compressed hydrogen, using onboard reformers to generate H2 onboard.

Compressed hydrogen is very nearly the worst possible choice for a transportation fuel, both in terms of economics and in terms of difficulty of use. Turning compressed hydrogen into a practical fuel would require a change to the physical properties of the hydrogen molecule!

So, at typical electricity costs, this truck would cost about 18.5¢ per mile. How does this compare with a diesel truck?

I am sure this truck would be much MUCH easier to drive.

Maybe they can use an overhead power delivery system, to do long hauling? The batteries then work great to get to and from the highway.

This looks so new that it would appear we could be at level 5 self driving autonomy by the time Cummins has an EV that’s production ready…

Neil, where I work our tractor / trailer rigs get (fleet average) 5.8 mpg of diesel. The Birmingham, AL report on fuel prices today (8/30/17) showed $2.99 as the HIGHEST price for diesel fuel. That puts it at about $0.5155 cents per mile

Competition is good!

I suspect Tesla’s product will be much better due to their expertise. But the fact that Cummins feels the need to design an electric EV tractor shows that they believe there is a real market there.

Tesla has absolutely NO TRUCK EXPERTISE! they have yet to show their concept.

They have electric motor, battery pack, battery charging, and motor-controller experience. And specifically, they have multi-motor-controller experience since the Model S & X can drive two different motor controllers (front & rear) to drive the cars.

And that’s pretty much all they need since they plan to use multiple Model 3 motors to drive their semi-tractor.

“Tesla has absolutely NO TRUCK EXPERTISE!”

That’s true. And 6 years ago, Tesla had absolutely no expertise in building car bodies. Funny how things can change, innit?

That said, I think Tesla’s BEV semi tractor is going to be a technology demonstrator, not a production-intent prototype. I’ll be very surprised if Tesla puts such a vehicle into production within the next 3 years. If and when Tesla does put one into production, I’ll be surprised if it bears much resemblance to the concept vehicle they’re scheduled to show next month.

Another reason to go self driving, greatly improved aero…No side view mirrors or wipers are required…They could also make the entire truck with “dimples” like golfballs…While mythbusters clayed a Taurus and randomly cut out dimples, they didn’t engineer/wind tunnel the size/depth/placement of the dimples…A lot of this hard work has been already for golf balls…

The damn mirror requirement should be eliminated.

I was watching an old Youtube Autoline (May 25th 2017), at about 09.20 in the video the guy talks about (in 2015) per day there were 16,000 Class A short trips in the L.A port shuffling containers etc.

The port would have a TCO for their trucks. If they can (probably already have) switch in a few electric in they can perfect the truck setup. Also figure out port charging.

There are already multiple companies making “yard mule”, or “terminal truck”, BEV semi trucks for that market. It’s the only place that you can find working BEV semi tractors.

But yard mule trucks don’t need much range, and they are limited to low speed. Even if they were street legal, they would not be practical for over-the-road freight hauling.

“Air drag is reduced by replacing side mirrors with an in-dash camera system.”

So it is just a concept that would be illegal to sell.

BTW, why is it that car companies cannot get that mirror requirement overturned? Don’t they have decent lobbyists? FFS, get it done!

Best guess is the reliability of the equipment…

Where’s PMPU?

I don’t see how NCA is going to cut it with these short range trucks. If the range is only 250 miles and NCA@1500 cycles that puts the life of the battery at only 375,000 miles.

So maybe they switch to NMC?? Cycle life around 5000 but more weight???

“Where’s PMPU?”

Even two-headed llamas have to sleep sometimes. 🙂

George, I don’t know enough about how the various battery chemistries affect cycle life to have an informed opinion.

But these are just technology demonstrators. Any production of over-the-road BEV semi tractors is almost certainly years away. By that time, they may be using a far different chemistry. I’m hoping for solid state batteries by that time!

Yes PMPU. I thought Tesla was going to jump both feet in on this long haul class 8 Semi including a nationwide dedicated super charger network but I don’t anymore especially in light of this statement from the last IEV’s article claiming only 200-300 mile range:

““Tesla’s electric prototype will be capable of traveling the low end of what transportation veterans consider to be “long-haul” trucking, according to Scott Perry, an executive at Miami-based fleet operator Ryder System Inc (R.N). Perry said he met with Tesla officials earlier this year to discuss the technology at the automaker’s manufacturing facility in Fremont, California.”

This will allow them to get their toe in on this market without having to build out a nationwide super charging network just for semi’s….for now anyway.

Perhaps they can add that in the future.

Yeah, it’s understandable why you thought Tesla was gonna jump in with both feet. Elon certainly wanted us to think so, by saying things like a semi truck is easy to build as compared to a sedan, and Elon is reported to have said the range would be better than a diesel semi… altho I can’t find any direct quote from him saying that.

However, based on recent reports of rumors about Tesla’s BEV semi, which seem to fit with the concept of a 200-300 mile BEV truck, and not with a 700+ mile truck, and based on the complete lack of any reports about Tesla contracting for truck parts, I think much or most of what Elon has been saying on this subject has been empty hype.

Aside from what Elon himself has been saying, all signs point to Tesla producing nothing more than two concept trucks, which I (and others) think will be nothing more than technology demonstrators, and likely will be limited to 200-300 miles of range, unless they use battery swapping… which I also doubt.

Is Cummins sure about their base battery unit of 140 kWh delivering 100 miles? Did they calculate energy consumption for this great mass?

Also if useful battery power is 110 kWh (cca. Tesla Model S 100 D category) how much is the everyday routine range?

However go e-trucks!


Competition is certainly good, but a class 7 truck isn’t what the shipping industry uses for tractor-trailer rigs. Class 7 is restricted to 33,000 lbs or less; class 8 can be up to 80,000 lbs.

“Air drag is reduced by replacing side mirrors with an in-dash camera system.”

Replacing side mirrors with cameras is not legal for passenger cars in the USA, and I doubt it’s legal for heavy trucks.

Also, simple geometry dictates that the camera must be on some sort of extension or arm that extends out past the edge of the trailer, and I don’t see that on this truck.

What a beautiful truck! I wish Cummings all the success it deserves to replace most of the Diesel powered trucks on all our roads. This electric truck will cut sales into Cummings’ Diesel sales, but they are swapping power technology at the right time.

I trust this brand as an electric truck than whatever Tesla Motors may propose later.

Great job, Cummings!!

“This electric truck will cut sales into Cummings’ Diesel sales, but they are swapping power technology at the right time.”


I don’t think so, at least not for quite a few years. This thing is just a demonstrator. Cummins makes their money selling Diesel engines so I don’t see them trying to destroy their business model any more than GM stopping to build pick up trucks with gas engines.

That instrument cluster is hilarious. It’s like a Steampunk Truck.

Normally the semi tractors have 3 axles; 1 in front and 2 in rear, but this one has only 2 axles; 1 each in front and rear.

If the battery is kept in base, the motor is not going to occupy so much space as engine. And the solar panels on the short rooftop won’t generate even 0.5% of the power needed.

So this is just a concept and not for production. Just to get some publicity, they are revealing this and that too just before Tesla’s reveal.

“Normally the semi tractors have 3 axles; 1 in front and 2 in rear, but this one has only 2 axles; 1 each in front and rear.”

Usually at least two axles in the rear; sometimes three.

A single rear axle was my first clue that the truck shown is not a class 8 heavy semi truck; it’s only a class 7, somewhat lighter semi truck.

This thing needs a microturbine and/or hydrogen/LNG as fuel for a range extender

Well consider this maybe? The ‘truck’ is obsolete, the ‘trailer’ is obsolete.

Just put the shipping container on the ground, put a label with bar code on it like:

Destination: Warehouse xyz
Transfer method: Do not packetize
This way up.

Now close your eyes for 5 seconds, then open them, the container will be gone, on its way.

(A hundred of those little orange amazon robots will arrive get underneath it and deliver to the destination).

As above, hows about one big BEV platform the container sits on with power in it, steering & autonomy? No truck or trailer.

Whelp, that was fun. Hope Cummins enjoyed their time as “electric semi” leader. LOL