Ryder Joins Growing List Of Companies To Order Tesla’s Semi

Tesla Semi

NOV 19 2017 BY MARK KANE 97

Tesla Semi

The Wall Street Journal reports that leasing and fleet management company Ryder Systems also intends to order a fleet of Tesla Semi (details) trucks.

Ryder has yet to disclose how many reservations will be placed (each requires a $5,000 deposit), but first deliveries are tentatively expected in late 2019.

An earlier media report notes that many of the largest truck fleet operators have decided to reserve the Tesla SemiJ.B. Hunt Transport Services placed “multiple” reservations, Wal-Mart opted for 15 – 5 for U.S. and 10 for Canada tests, Meijer, the Michigan-based grocery chain also picked up 4 copies.  However, the largest confirmed reservation placement comes from Canadian grocery store chain, Loblaws with 25 to be put into service.

The stated 500 miles of highway range (800 km) promised by Tesla surprised almost all analysts, but there are still plenty of doubters, as the industry has yet to find out the price and specific cargo capacity.  WSJ reports:

“The battery’s weight could also be an issue, as heavier trucks can carry less freight. “As presented it is hard to argue that the Tesla semi … can do anything a diesel truck can do,” Bernstein analysts said in a research note.”

Tesla CEO reveals the company’s 500 mile Semi this week

Some companies have gone on record as not considering a future switch to the Tesla Semi:

““The limited 500-mile range of the Tesla truck hinders our ability to be an early adopter,” Greg Hirsch, a senior vice president at trucking company Daseke Inc., said in an email.

The company specializes in hauling oversize industrial equipment and materials, often over long distances. “There will need to be an over-the-road infrastructure put into place prior to us being able take advantage of this technology.””

Quick Tesla Semi specs:

  • 500 miles (800 km) or 300 miles (480 km) range
  • 0-60 mph in 5 seconds (20 s with cargo)
  • four motor powertrain
  • 80% charge (400 miles / 640 km) in 30 minutes at Megachargers

source: Wall Street Journal

Categories: Tesla, Trucks

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97 Comments on "Ryder Joins Growing List Of Companies To Order Tesla’s Semi"

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Empty weight of 40 ft container is about 8000 lb. Tesla car battery weighs about 1000 lb. For most shipping where volume is larger than weight (eg. products with lots of plastic), carrying an extra empty container worth of weight is no big deal.

Also, this is just a 4 Motor Semi (AKA – ‘Rear Wheel Drive Only, or, Stage 1!), so after 12-18 Months after Sales start Deliveries, they can bring on stage 2 Semi, with 6 Motors (2 More at the Front), a Long Hauler Cab with Sleeper, and maybe even some 800+ Miles range offered, with a 2022 Ship Date! Or, better, Full Self Driving, so 1 driver can double as 2!

The Tesla Semi uses three model 3 motors.

Hmm, I’m pretty sure it’s four Model 3 motors. I think Elon said four during his Reveal speech.


Cool. Thanks.

Full of fuel, diesel semi tractors weigh up to 25,000 lbs. Even if the battery of the Tesla weighs 15,000, it is no big deal. They can still come out under 25,000 fairly easily.

How much does a full EV battery compared to an empty one?

Probably less than 8 grams.
A battery stores electrons, which are subatomic particles and do not weigh very much at all.

The number of electrons also doesn’t change.

The minimum change comes from E=m*c*c. There are often some minor gasses given off, which will dominate the mass change, but they are not reabsorbed (unless you are talking about lithium air or similar).

At 8 g it would mean 720 TJ. Perhaps the battery contain the equivalent 200 million KWh but it is likely closer to 800 KWh. So that would mean 250000 times less mass or only 32 µg lighter.
Matter is a Mega efficient energy storage indeed. Way beyond any battery we could think of. It is only damn difficult to recuperate it at will.

The batteries weigh 10,000 pounds which requires the tractor with four motors and four gear reduction units, chassis, wheels, tires, hydraulics and all the rest to come in below 15,000 pounds.

So then, it’s good that the Tesla Semi Truck doesn’t need a heavy diesel engine, a heavy transmission, or all those kludges (exhaust system, oil pump & filter, fuel tanks, etc. etc.) which a diesel semi tractor needs.

Go Tesla!

The engine is 1000 pounds, the four motors are 1000 pounds. The transmission is 1000 pounds the four gear reduction boxes are 1000 pounds. That still leaves the 10,000 pounds of batteries for “fuzzy” math.

For fleets the weight may not be a big issue, but for independents or contractors, every pound of truck weight is lost revenue for every mile driven. Many drivers plan their fueling to be after truck scales so they will make weight with a full load and empty tanks, but might not make weight if the diesel tanks are full.

Oh yeah, not being able to game the system for about @500lbs is definitely gonna be a deal killer for Tesla. Sheeesh!

Again, there are not going to be any truckers in ten years. Everything will be automated.

Well of course weight is sometimes the limiting factor; there would not be truck weigh stations if it wasn’t.

But far more often than not, the limit is volume, not weight, regardless of whether the trailer is being hauled by a fleet operator or an independent trucker.

“…while 80,000 pounds is the load limit for Class 8 trucks, well over 90% of the tractor-trailers weigh in at less than 73,000 pounds.”

With this growing list of companies reserving a Tesla Semi Truck, I think it’s safe to say that enough interest has been shown for Tesla to go ahead and put the truck into production.

Unfortunately we’ll have to wait until at least 2019, and since it’s Tesla probably 2020, to see reports of how well the truck performs from actual customers.

PP; didn’t you do some envelope calculations regarding EV semi truck battery weight/volume a while ago?

Yes, but it was for a generic BEV semi tractor. If I had tailored it for a Tesla Semi Tractor, I would have assumed higher energy efficiency, by perhaps 10-15%, and therefore perhaps 10-15% lower capacity for the battery pack. But it looks like Tesla beat even that, by partially closing off the gap between cab and trailer, thus reducing drag more than I had anticipated. If you’re interested, here is my now outdated analysis, altho now it’s of only historical interest, since of course this is only an example of “armchair engineering”. I should note that there is one rather glaring fallacy in the “cost” section of my analysis: I was assuming a semi tractor was kept in service as many hours a day as possible, due to the cost of insurance, annual fees, etc. However, the reality is that the average diesel tractor is only driven 45,000 miles per year… which is only ~3x as much as a typical American passenger car. So on average, the battery pack should not wear out as fast as I was suggesting. * * * * * BALLPARK FEASIBILITY CASE FOR BEV SEMI TRUCK (revised May 30, 2017) FACTS & FIGURES A… Read more »

You gotta figure battery costs per kWh are going to continue to drop dramatically over the next ten years. Additionally, battery energy density will continue to improve. I’ve read Tesla’s costs are closer to $100 a kWh these days.

Tesla will almost certainly be using Gigafactory 2170 cells for the Tesla Semi Truck. So yes, that’s another place where my analysis is already outdated, and Tesla will have a much better idea than I do of where their battery tech will be in two years, when they plan to start production on this truck. (Production probably won’t start for at least three years, but their design team is apparently aiming for two.)

So yes, the actual battery pack(s) for this truck will be lighter per kWh than my estimate, and probably slightly smaller.

Unfortunately, I could only use data that’s publicly available. We still don’t know that much about the Model 3 battery pack, which uses Gigafactory 2170 cells. Tesla hasn’t even given us the actual kWh ratings!

Tesla has about 100 orders, Nikola has more than 10,000.

‘nikolai has 10,000 orders’ – source for that claim?

I wonder how many trucks tesla will use themselves to move goods between gigafactory and fremont and to deliver nation wide

Believe me or don’t I could not care less.

Cool, because we don’t. You obviously have no source.


Yes I hope they go end to end electric within their own supply chain. Only makes sense.

Michael Will asked:

“‘nikolai has 10,000 orders’ – source for that claim?”

SLC more recently claimed only 1000 “orders” for Nikola. So it looks like he pulled that number out of… where the sun don’t shine.

That sort of B.S. is to be expected from someone who has already established, in a remarkably short time, a reputation for being a persistent serial Tesla basher.

I guess his shorts are really feeling the squeeze! 😀

“Tesla has about 100 orders, Nikola has more than 10,000.”

More B.S. from a new serial Tesla basher.

We can be sure an unproven startup like Nikola, one which hasn’t even shown a prototype, doesn’t have a significant number of actual orders. If they are actually claiming that many, then that makes their claims even less likely to be true.


Did you send this via telegraph?

You forgot to add the “STOP” at the end of each line. 😀

Headline : “Ryder Joins Growing List Of Companies To Order Tesla’s Semi”

Actual Content : … “Ryder Systems also intends to order a fleet of Tesla Semi (details) trucks.”

Why would any company reserve a vehicle that has no real specs behind it at this point?

Unknown. I can see putting in the $5000 on one truck to try it out, but why pre-order a fleet of 25 when you don’t really know what you’re getting yet? Are these deposits full refundable like the Model 3 deposits? I really don’t know.

Personally if I were a trucking company I wouldn’t give them any significant deposits past one unit until I see a real world demonstration. I think Tesla should hook an ordinary trailer filled to the 80,000 limit and drive it from LA to SF and then return with independent people watching and recording the process. Hopefully they are planning something like this.

Have they announced the price of these trucks? It seems if you’re putting down $5000, you ought to know how much it’s going to ultimately cost you.

For a semi, 25 of them is tiny, when you factor in the hundreds or thousands of diesels on the road right now. And since 80% of daily loads are short-haul anyways, the semi should be able to meet their needs quite nicely.

In fact a common trip for semis, from SF bay ports to any Wal-Mart distribution center in California is within the range of the semi. And if they install 150kW chargers
At the distribution centers, they can even get some charging done while unloading. That would be quite easy since most of those buildings are already wired for 3-phase 480v power anyways.

Sure, but why pre order 25 when they don’t even know what they’re getting. It seems like one would do for a trial period. Sure the Tesla Semi sounds like it should do this cargo run no problem. In my view, now it’s time for Tesla to prove it.

Anyhow, it doesn’t matter what I think. I’m not buying any Semis. However, it would be nice for Tesla’s company credibility to do more real demonstrations rather than these highly controlled promo events.

The representatives of the (prospective) customers came for the party. Not to see the semi for the first time. They have been consulting with Tesla for over a year about the specifications of this semi. They probably did drive it more than once.

The presentation was for the press, investors and all the smaller prospects.

And then there is also the history of tesla, delivering roadster, then model s, then model x and soon model 3. Why doubt the next best thing. We have been driving a Model X since end of May 2016 and have put 32k miles on it already, best car ever.

OK, how do you know that?

Actually, there really aren’t as many ‘fleet’ type operations as you might think. A high percentage of trucks on the road are independently operated.

Ordering a small batch of 5 to 20 or even a 100 semis is chump change to these companies…
You order multiple ones to test them in diferent weather, different evelation changes and enviorments, also you need multiple ones to test the claimed fuel savings higway platooning capabilities…
Tesla is probably a lot more forthcoming involving the specs and productin plans with companies like Wal Mart and Ryder in private…
Furthermore Tesla has never had problems hitting specs only hitting production volumes and getting trim lined up correctly…

It’s not chump change if they don’t work as they expect. So investing millions into something you have no idea about doesn’t strike me as something these corporations are typically involved in entertaining.

Which leads to the obvious conclusion that they know far more about it than we do…
Walmart and other big companies don’t gamble, they know exactly how and where they intend to use them and they clearly expect them to be able do the job.

They would be ordering way more of them if they know all that.

Tesla is including fleet Management capabilities. Companies pay other third party software and hardware for these services. And it’s most likely a yearly subscription. Tesla will also be charging them a fee for running these systems on the cloud and also making money off the charging network. So even if they sell the truck at cost, there is revenue to be made for the next many years from each truck.

Because the company signed a NDA a few month ago, did have its engineers inspect every part of the prototype. Did have its testdrivers use it for some testing under demanding circumstances and got a good financial offer.

Because $5k/unit is a drop in the bucket for a major company like Ryder. The publicity they have received just from placing an early order likely pays back a decent portion of what they are going to be sending to Tesla. If they’re not happy with the specs, they walk away. Also, Ryder is in the business of leasing – chances are they can find someone who wants access to some of the first Tesla semis off the line.

“Why would any company reserve a vehicle that has no real specs behind it at this point?”

Tesla has been in private talks with some trucking fleet operators. Presumably some of those companies have more data than Tesla has released publicly, presumably protected by NDAs.

Because for $5,000 a company can get themselves in the news related to going green. World’s cheapest advertising.

My father in law was a trucker and I am sure he would have been thrilled to trade in the hassle of constantly shifting up and down through 18 gears (with each shift requiring a double clutch) for the shift free experience of driving one of these. So, another selling point of these might be it will be easier to recruit drivers.

I think ultimately they are working hard to eliminate the driver altogether. That cab looks more like a work station for a security guard than it does a driver’s seat. I think the short term idea is to have the truck mostly drive itself with the truck technician monitoring and then eventually fire him too.

A funny thing about truck drivers. Because the powerband of Natural Gas trucks is wider than Diesel, NG Trucks can use a 6 speed automatic transmission, but the older drivers don’t want to drive an automatic. Jamming gears is part of what keeps the job interesting, and they don’t want to lose that!

Why do you question the specs? Elon has never failed to, in fact, overdeliver on specs. He falls short on deadlines because he tries the nearly impossible.

Think about the S/X. If you use the supercharger solely for charging, they slow down the charge the more and more you use it because of the battery degradation. So how does one rely on these charging specifications as time goes on? I mean 1/2hr to fill a 500kwH battery (or higher??) is crazy fast. How does that impact the health of the battery?

Because the battery is probably 1 000 kwh, then 1600kw chage isn’t that bad.

Heck, a 85kwh tesla model S can chage at 120kw.

Do the math, it’s about the same ratio.

The S and X are designed to use supercharging only occasionally and if you use them as designed, they work as designed.
The semi is designed to use fast charging daily. No doubt that it also will work as designed.

The 30 minutes to charge a battery with 80% of its capacity is quit common. Nothing new here (except the size of the battery and current needed).

Work as designed. We charge at home daily to 80%, do trip charges and use superchargers when doing long distance trips. Nothing wierd going on, all working as expected, loving it since 32k miles ago in May 2016. If I ever have a doubt about elon’s vision and execution all I have to do is take a ride in our Model X90D. This stuff is for real and so much better than what it replaced.

There is a ride service company (Tesloop) that uses superchargers for their Tesla Model S’s back and forth from LA to LV. They are seeing 6% degradation after 200K miles.


On top of that, Tesla’s research has come up with batteries that will more than double cell life that should be ready for production by the time the Semi goes into production:


All signs point to there being no problem with battery life.

Teamsters will not let this happen….believe me!

Because they prefer to pay more to do their job everyday??

I’m sure we will have to add Teamster trolls to the long list of types of trolls who mindlessly bash Tesla. They will be shoulder to shoulder with the H2 Fuel Cell trolls, the National Automobile Dealers Association member trolls, the oil industry trolls, the ICE car fanatic trolls, the TSLA shorter trolls, etc.

Progress has always had critics who have to be brought along kicking and screaming. Soon after the Titanic sunk, the Church of England called for a 10 year “rest” in new inventions. They said that there were too many new things for people to learn, and that a break from new inventions for 10 years would give people time to catch up.

Even the Church of England couldn’t stop progress though. And neither will the Teamsters, or any of the other trolls. No matter what they do or say, Tesla will just keep building EV’s. Their actions are futile, and will no more hold back progress than bailing out the ocean with a tin cup.

Mass adoption of autonomous electric vehicles powered through a renewable based infrastructure is going to eliminate many jobs, and destroy the economies of several terrorist countries. Lots of people have an interest in keeping the status quo, no matter how stupid it is.

“Teamsters will not let this happen… believe me!”

No doubt their opposition will be every bit as effective as the Luddites’ opposition to power looms. Which is to say… not!

Economic forces are irresistible. They brought down the Soviet Union, and they can certainly bring down even the most powerful union.

I am very hopeful that electric trucks will take off quickly. Electric passenger cars have been around almost seven years and have yet to attain market share that wouldn’t be confused with a rounding error, but trucks run at a much higher duty cycle, are far dirtier, and are controlled by fleets. Thus, ZEV powertrains in trucking have the potential to significantly move the needle, and quicky.

Tesla has less than 100 orders, Nikola has more than 1000.

And how many weeks more has the Nicola order book been open?
You need to find better reasons to denegrate things than that.

Nikola is probably going to loose some of those orders when Tesla Semi deliveries start, and the Megachargers get built faster than Hydrogen stations can even break ground.

Nikola actually has more than 10,000 orders, will Tesla have that many in the coming year?

1. You said 1000 orders elsewhere. Having trouble deciding how much to exaggerate, are you?

2. I doubt Nikola has even one actual order; they’ve just got a bunch of people showing interest. In another comment, you linked to an article showing one trucking company was interested in investing in Nikola if and when they can demonstrate their tech… which they have not done.

In any case, there is no reason for Tesla to be worried about any competition from a “fool cell” semi truck, any more than it’s worried about competition for the Model S, Model X, or Model 3 from the Toyota Mirai.


Nikola CLAIMS thousands of orders yet not one single company has come forth to verify their claim?

Unlike Tesla, Nikola has zero experience manufacturing anything and has no factory or production workers yet.

So, Nikola is starting from a dead stop whereas Tesla has 2 large and expanding factories now and thousands of production workers and engineers now.

For refueling, Tesla can also rely on the already in place electrical grid while rapidly installing solar and batteries whereas Nikola has to build from scratch its EXTREMELY EXPENSIVE and HIGHLY INEFFICIENT H2 stations that really don’t exist anywhere yet.

Advantage on all fronts goes to Tesla.

I don’t see Nikola getting anywhere with this unless its Big Oil backers want to heavily subsidize it or they can get the public to subsidize it.

The fact that Nikola has more than 10,000 orders WITHOUT a huge Fremont plant nor the gigafactory speaks volumes.

They have “reservations” without a financial commitment.
Unlike the Tesla reservations of $5000,- and I think the advertised orders are really that, orders and not non-commitment reservations.

Ah, alternative facts from a known troll.

He gets paid a few rubles per post.

Nikola = vaporware. Like Elio Motors.

That appears to be just more of your anti-Tesla FUD. Elsewhere you linked to an article which merely said some company “anticipated” investing in Nikola if and when they could demonstrate their technology actually works.

We have no legitimate reason to think Nikola actually has even so much as one real order. And given that they are trying to sell a hydrogen powered fuel cell vehicle — in other words, one which can’t possibly compete on cost for fuel — it’s entirely possible they will never sell even one.

Where did they build the Semi shown at the event

Any real truck fleet is just trying it out at this point. They wouldn’t buy any significant number of trucks until the truck’s been tested for real (several years of real yearly mileage), and the actual costs of operation and numbers for downtime are known.

As for Ryder, Walmart etc. — I _strongly_ doubt they’re going to pay anything for those first trucks, which by definition would be pilot projects.
It’s the usual custom in hi-tech that customers using pilot/prototype (“Beta” level) products don’t pay for them — they get to keep them for free in exchange for providing detailed feedback to R&D, and suffering more bugs/issues than a mature product would have.
Yes, I know there people who bought Model 3 at a Beta stage (which it’s still at, and will be at for the next 3-6 months) — they’re basically chumps.

Do you really think Tesla is going to give Wal*Mart 15 of its trucks without any payment?

I could see Tesla loaning (not giving) a large trucking firm one or two units for testing, without charge, for perhaps a year or maybe even two; but outright giving them away, or giving any individual fleet 15 units without charge, seems to me to be rather unlikely.

I’m willing to be convinced I’m wrong, but off the top of my head I can’t imagine what Wal*Mart could find out using 15 pre-production units that they couldn’t find out with 4 or 5.

Hmmm, well, someone else commented that a trucking fleet would want to test out the advantages of platooning, testing in different weather conditions, etc.

So I withdraw my claim that Wal*Mart could get as much useful data from 4 trucks as 15.

Depending what you bid to haul 500 lbs very much can be a deal killer. Take water and beer for example. Ideal weight if bottled water load is 46,368 lbs walk into any Nestle water plant that’s the first sign you see at check in. Beer is even worse because if can weight, typical beer hualers use extremely lightweight weak aluminum “beer trailers” using a midroof cab with the right seat taken out of it to save weight. These are very real thousands of loads nationwide commodities hauled every day. From canned goods , heavy paper rolls, and scrap, 500lbs is a big deal. The thought of a Walmart driver charging while being unloaded is another fantasy. Walmart is almost all drop and hook. Walmart driver picks up preloaded box at the D.C. Drives to store, drops box in dock , picks up the empty (was unloaded previously at the stores schedule) then typically drives to a vender to pu load for a backhual to the D.C. These also are mostly drop and hook sometimes live load. When returning to the D.C. That load is dropped either at a dock or in the parking area for loDed inbound trailers That… Read more »

There won’t be any truck drivers in ten years. Trucking will be automated.


What are regs for driver breaks and time off?

Maximum shift length is 14 hours; mandatory 30 minute lunch break. There are also limits to how many hours in a week; you can’t do 14 hours five days in a row. Contrary to what Bunny seems to be implying upstream, semi tractors are not kept in service for 24 hours a day, or anything close to that. The reality is that the average semi tractor is driven 45,000 miles per year. That’s three times as much as the average American automobile, but it’s very far from suggesting 24 hours a day service. Those tractors which are devoted to long-range routes still average only about 100,000 miles per year. In fact, dividing 45,000 by 52 (weeks in a year) and then by 5 (working days in a week) comes to only 173 miles per day. For 100,000 miles, it comes to 384.6 miles per day; if we assume the truck averages 40 MPH during its shift, that’s only 9.62 hours per day. For the 45,000 mile per year truck, 40 MPH during a shift indicates only 4.33 hours per day! Obviously there will be much more than enough time for an average BEV semi tractor to recharge between runs… if… Read more »

Destination chargers will be a distinct advantage for electric truck as they can charge while loading, unloading, rest stops, lunch breaks, etc. Megachargers only needed for long haul.

Full disclosure, I have never driven a semi, but I am a business owner. The more important point to consider is the overall financial impact for operators of the electric semi. Are you taking into consideration: the lower cost of fuel; reduced downtime for maintenance, and the reduced cost of maintenance? The preceding points do not take into account the huge positive environmental impact, which affects our families and all of us.

How about a ryder moving van version? That would be awesome.

70 hours working (lines 3+4) in 8 days That includes fueling and inspections 14 hr day/ 11 hrs driving 10 hr off required 30 minute break required by 8 hrs into 14 hrs day Line 1 off duty Line 2 sleeper berth Line 3 driving Line 4 on duty/ working / not driving 34 off = restart ( start over with 70 hrs available ) otherwise just run on recap picking up time everyday 34 restart requiring two 5am sleep cycles has been suspended ( this was really absurd rule) Best time to charge batteries would be during 10 hr break but you can’t move truck (technically) so gonna be parked plugged in electronic logs always start on line 4 but if you put it up to line 1 you have about 30. 45 seconds to move before it registers on line 3 but if it does you just started your 10 hr break all over again. Too hard to explain split sleeper rules Bottom line once your 14 hr clock starts, you are racing against time daily There’s more rules but that’s the gist of it. But to be most productive need to keep moving as much as possible… Read more »

Again, there are not going to be any truck driver by the time these are on the road in any number. Driver time limits and mandatory breaks wont apply.

Wait, you were serious, given that you felt the need to make the comment twice?
You’re delusional.

It’s at least 20 years, more likely 30+, before any legal jurisdiction will allow true SAE Level-5 autonomous driving on public roads (that is, noone onboard with any ability or licensing to drive the vehicle, possibly no internal controls) for cars, aside from limited testing. For trucks, that’s more likely a further 10-20 years away.

Autonomous trucks are already in operation. For example Frigidaire uses autonomous trucks for deliveries between it’s Texas and California factories.

Sorry you went to trucker school. Should of got a STEM degree.

We need to get these methed out human drivers off the roads, and replaced with electric autonomous semi trucks.

1. Tesla has said it’s aiming for their Semi Truck to use fully autonomous driving, despite the fact it has a nice spacious cab. Even if the law requires somebody sit there to monitor things, surely Tesla can automate certain functions such as pulling the truck forward or back a truck length or two, in the same manner as Tesla’s “Summon” function.

2. I don’t see a Tesla Semi Truck spending long hours sitting still unless it’s plugged into a Megacharger, until the battery is charged up. Why would they schedule a long break anywhere else? Of course, irregularities do happen, and so sometimes a driver will find himself required to take a lunch break or sleeping period when the truck isn’t near a Megacharger. Such problems will certainly make headaches for fleet dispatchers. But if the truck really is fully autonomous, then the trucker can sleep while the truck is still driving.

Not going to save that much on maintenance because you still have to maintain the rest of the unit to be able to always be able to pass DOT level one inspection, so you still have hoses 5 th wheel, brakes slack adjusters, electrical, tires, bearings, and everything else still gonna get beat up like a normal 140,000 /yr usage (one driver) truck.

I’m not being negative, just being realistic, the infrastructure of our highway system just pummels a truck
I run all 48 states plus Canada we have states that are like 3rd world countries with no hope in sight.
Once you put over 40,000 in the box,
You’ll learn how well your truck was designed. Bad weather still going to be snub braking 80,000 lbs and 6 % grades.

All that said I hope Tesla does well,
If the main guy was from freightliner
Now at Tesla, freightliners not so good on durability cab/chassis wise. I’ve had two new Cascadia’s got rid of them both, just vibrate to pieces from road use.

I stay out 3 weeks out of 4 average 3,400 mikes/ week little over 10,000 month = 122,000 yr in miles 1,500 gals fuel/ month There are whole bunch OTR truckers stay out 5 home 1 =140,000 miles/year and yes that truck is your home when on the road. Been doing this close to 20 years. I’m not making these numbers up, it’s reality OTR trucking Even Walmart driver average over 2,000 week dedicated they typically run Why do you think they make 70k a year, they are always moving ! Any driver paid by mile or percentage of load would literally starve at 45,000 miles/ year. Those are hourly paid local or regional drivers at 45,000 miles/yr Take a company like Schneider or Rohl where you have three drivers two trucks. the truck(s) is always running on the road while one driver home. It’s called maximum utilization of capital assets. Literally except for maintenance and driver swap, those trucks are the most utilized trucks in the system sans teams they are always running. Teams average 200,000 year easy. You have dedicated freight like Laredo -Detroit automotive team freight 250,000 year JIT deliveries demand it. There’s whole bunch regional or… Read more »

Yes, the source which said semi trucks average 45,000 miles per year also said that long-haul trucks average about 100,000 miles per year. Sorry if I omitted that; I shouldn’t have.

But Tesla isn’t aiming at independent truckers who have to spend long hours on the road almost every day to make a living. Tesla is aiming at fleets, not individual truckers. The economics are different for fleets, where they can average costs out over the entire fleet and over longer periods of time. Some fleets, especially a very large fleet such as Wal*Mart has, have a variety of applications from local deliveries (supermarkets, and most Wal*Marts these days are supermarkets) to long-haul interstate trucking.

Tesla doesn’t have to make the economics of its Semi Truck work for all applications. It only has to make it work for a large enough portion of applications to get fleet operators to order some. That will be the “toe in the door” for using BEVs for medium-distance (and possibly some long-distance) freight hauling. Expanding the utility and cost-effectiveness of BEV semi trucks will come in time, as EV technology continues to improve.