The E-FUSO Vision One Electric Truck – More Than Just A Concept (video)

NOV 10 2017 BY MARK KANE 16

While we are just days ahead of Tesla’s Semi unveiling, here is the full Daimler’s E-FUSO Vision One debut presentation from the Tokyo Motor Show.

E-FUSO Vision One

Ultimately, Daimler could turn into the biggest competitor to Tesla in the area of electric trucking (or vice-versa), that is  once both companies trigger their respective market launches in earnest.

According to the presentation, the E-FUSO Vision One is more than just a concept. It’s fully functional and driveable, with all the modern features that Daimler has to offer.

In the upcoming months, E-FUSO Vision One will even be available for a test drives (of which, we are happy to participate if asked – hint, hint).

Quick specd:

  • 300 kWh battery
  • up to 350 km (218 miles) of range
  • payload of the truck stands at 11 tons (2 tons less than its diesel counterpart)

Categories: Daimler, Trucks, Videos

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16 Comments on "The E-FUSO Vision One Electric Truck – More Than Just A Concept (video)"

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Robert Weekley

OK, so the Payload of the Diesel copy is 13 Tons, the Electric is 11 Tons, 2 Tons less, or about 85% of the Diesel, so a drop of 15%.

If they can cut costs of operation by more than 15% due to fuel cost differences, it could well work to cover the potential Payload loss.

EV Livin'

Many times, if not most times, truckloads are volume constrained instead of weight constrained. So loss of payload on this scale won’t necessarily matter.


True, bread loaf, hygienic paper, styrofoam or insulation isn’t heavy but occupy much space.

I don’t know the percentage of volume vs. weight load carry thought.

Keep the diesel for long hauling wood log or iron beam, and let the lighter load for the electric one.
At least, until progress make electric one size fits all.


I have been a truck driver, and what I’m reading here does not make any sense. My truck and trailer empty weight about 40,000lbs, which meant I could haul legally a little less than 40000lbs, so that’s 20 ton, not 13.

In response to another comment, most loads are weight constrained, not volume constrained. Soap, flour, water, beer, dog food, peanut butter, you name it I’ve hauled it. I even hauled a load of dirt from Washington State to Washington DC once. The very first thing a truck driver does when he picks up a new load is to go to the nearest CAT scale because if a driver is hauling heavy he is the one who is fined.


I realize I’m going out on a limb in challenging an assertion on this subject by someone who drives a truck for a living, but it’s been claimed by those who apparently know what they’re talking about that most tractor-trailer rigs run at less than full weight, because usually the volume of the freight loaded into the trailer is the limiting factor, not weight. That would seem to match my own experience working in a loading dock, unloading semi trailers.

Mr. Google finds the following comment posted to the internet:

“…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.”

Bill Howland

Trucks that return empty are probably lighter.


The point I was making here is that an all of my experience, I have seldom seen a trailer that was loaded floor-to-ceiling. Sure I have hauled light loads, but they were neither volume nor wait constrained. On the other hand, I can tell you as a fact that a load of flour can weigh 40000 pounds and not come within 4 feet of the ceiling. Keep in mind the cubic volume of a tractor-trailer. The trailer inside is 8 ft high x 8 ft wide by 53 ft long.

Bill Howland

Yes, I’m deferring to your knowledge of typical truck loadings.

The interesting thing about these Diamler-Mitsubishi trucks is that they have ALREADY done pre-sale testing of them and, so they say, are basically ready for sale.

So obviously I’d be interested in them fleshing out the details.

One thing I wonder is that on the regenerative braking issue, are they going to continue with the 2 quadrant (able to drain the battery only – but need huge dynamic braking resistors and cooling fans when stopping (like the old Diamler truck models), or are they going to use a more modern 4 -quad controller so as to be able to truly perform ‘ battery recouperation’ as the Germans say.


This does not appear to be an 18 wheeler.

F150 Brian

About 1/3 of the total costs for shipping is for the driver. That is why they want big, capable trucks so that the drivers salary is amortized across more units.

Once automated driving kicks in, then the optimal size of the truck will be driven primarily by logistics and hence the capability becomes less important.


Why do we keep seeing articles that compare Tesla’s BEV semi tractor concept vehicle to BEV trucks from other manufacturers that — to use this one from Daimler as an example — have a weight limit of only 22,000 lbs? As a reminder, a Class 8 semi tractor-trailer can weigh up to 80,000 lbs.

Trying to equate this and other lighter heavy EV trucks to Tesla’s semi tractor is like trying to equate a utility vehicle to a full-sized pickup!

I’m certainly glad to see all the sudden interest in companies showing concept vehicles that are comparatively large EV local delivery trucks. But let’s not pretend that these would compete with a BEV semi tractor, whether that tractor is from Tesla or any other vehicle maker.

It’s good that InsideEVs is covering these new announcements of concept vehicles. Not so good that InsideEVs isn’t pointing out the rather significant difference between such vehicles and Tesla’s BEV semi tractor concept vehicle.


We will know more in a few days time on how they compare. Tesla has stopped calling it a semi. And has referred to it as a truck, so,…maybe the comparisons are valid?


Ah, I see. I went off half-cocked. I see now we are talking about a delivery truck, and not a tractor-trailer rig.


Why do they spend so much time on the aesthetics? People drafting the fascia, fondling the curves, ridiculous lighting effects and graphic wraps. Is pretty what fleet managers look for? The endless ads for pickups do a much better job of selling the idea of rugged, long-lasting, hard-working,deep-voiced, barrel-chested, broad-shouldered working man trucks.


Well said.

I pretty much rolled my eyes the other day at a comment which said the Nikola One “fool cell” semi tractor concept truck was prettier or had better style than the Tesla BEV semi tractor concept truck.

As you say, I don’t think a lot of trucking fleet managers or buyers out there are interested in spending money on style!


Depends – this is targeted at local delivery, and image can matter for some private fleets (the “billboard on wheels” effect).